Guidelines
to fitting bodies

1.           Applicability and legal agreements   1.1         Applicability   1.2         Legal agreements and approval procedure   1.2.1      Preconditions   1.2.2      Responsibility   1.2.3       Quality assurance   1.2.4       Approval   1.2.5       Submission of documents   1.2.6       Liability for defects   1.2.7       Product liability   1.2.8       Safety   1.2.9       Manuals from body and conversion companies   1.2.10     Limitation of liability for accessories/spare parts   2.            Product designations   2.1          Vehicle designation and wheel formula   2.1.1       Door designation   2.1.2       Variant descriptor   2.1.3       Wheel formula   2.1.4       Suffix   2.2          Model number, vehicle identification number, vehicle number,                    basic vehicle number   2.3          Use of logos   2.4          Cabs   2.5          Engine variants   3.            General technical basics   3.1          Axle overload, one-sided loading   3.2          Minimum front axle load   3.3          Wheels, rolling circumference   3.4         Permissible overhang   3.5         Theoretical wheelbase, overhang, theoretical axle centreline   3.6         Calculating the axle load and weighing procedure   3.7         Checking, adjustment and connection procedures before and after                   body has been fitted   4.           Modifying the chassis   4.1         Frame material   4.1.1      Subframe material   4.2         Corrosion protection   4.3         Drill holes, riveted joints and screw connections on the frame   4.4         Modifying the frame   4.4.1      Welding the frame   4.4.2      Modifying the frame overhang   4.4.3      Modifications to the wheelbase   4.5         Retrofitting additional equipment   4.5.1     Retrofitting additional or larger fuel tanks after factory delivery   4.6         Propshafts   4.6.1      Single joint   4.6.2      Jointed shaft with two joints   4.6.3      Three-dimensional propshaft layout   4.6.3.1   Propshaft train   4.6.3.2   Forces in the propshaft system   4.6.4      Modifying the propshaft layout in the driveline of MAN chassis   4.7        Modifying the wheel formula   4.8        Coupling devices   4.8.1     Basics   4.8.2     Trailer coupling, D value   4.9        Tractor units and converting the vehicle type - truck / tractor   4.10       Modifying the cab   4.10.1    General   4.10.2    Spoilers, roof extensions, roofwalk   4.10.3    Roof sleeper cabs (Top sleepers)   4.11      Add-on frame components   4.11.1   Rear underride guard   4.11.2   FUP - front underride protection   4.11.3   Sideguards   4.12      Modifications to engine systems   4.12.1   Modifications to the air intake and exhaust gas routing for engines up                  up to and including EURO 5 and EEV EGR with On Board Diagnosis 2   4.12.2   Engine cooling   4.12.3   Engine encapsulation, noise insulation   4.13      Fitting other manual gearboxes, automatic transmissions and                  transfer boxes   5.         Bodies   5.1       General   5.1.1    Affixing the hazardous goods marker board to the front panel   5.2       Corrosion protection   5.3       Subframes

5.3.1      General   5.3.2      Permissible materials, yield points   5.3.3      Subframe design   5.3.4      Attaching subframes and bodies   5.3.5      Screw connections and riveted joints   5.3.6      Flexible connection   5.3.7      Rigid connection   5.4         Bodies   5.4.1      Testing of bodies   5.4.2      Platform and box bodies   5.4.3      Tail-lifts   5.4.4      Interchangeable containers   5.4.5      Self-supporting bodies without subframe   5.4.6      Single-pivot body   5.4.7      Tank and container bodies   5.4.8       Tippers   5.4.9      Set-down, sliding set-down and sliding roll-off tippers   5.4.10     Propping air-sprung vehicles   5.4.11     Loading cranes   5.4.12     Cable winches   5.4.13    Transport mixers   6.           Electrics, electronics, wiring   6.1         General   6.2         Routing cables, earth cable   6.3         Handling batteries   6.3.1      Handling and maintaining batteries   6.3.2      Handling and maintaining batteries with PAG technology   6.4         Additional wiring diagrams and wiring harness drawings   6.5         Fuses, additional power consumers   6.6         Lighting installations   6.7         Electromagnetic compatibility   6.8         Radio equipment and aerials   6.9         Interfaces on the vehicle, preparations for the body   6.9.1      Electrical connections for tail-lifts   6.9.2      Start-stop control on frame end   6.10       Electronics   6.10.1    Display and instrumentation concept   6.10.2    Diagnostics concept and parameterisation using MAN-cats®   6.10.3    Parameterisation of the vehicle electronics   7.           Power take-offs     (See separate booklet)   8.           Brakes, lines   8.1         ALB, EBS braking system   8.2         Brake and compressed air lines   8.2.1      Basic principles   8.2.2      Voss 232 system plug connectors   8.2.3      Installing and attaching lines   8.2.4      Compressed air loss   8.3         Connecting additional air consumers   8.4         Retrofitting continuous brakes not manufactured by MAN   9.           Calculations   9.1         Speed   9.2         Efficiency   9.3        Tractive force   9.4        Gradeability   9.4.1      Distance travelled on uphill or downhill gradients   9.4.2      Angle of uphill or downhill gradient   9.4.3      Calculating the gradeability   9.5         Torque   9.6         Power output   9.7         Rotational speeds for power take-offs at the transfer case   9.8         Driving resistances   9.9         Turning circle   9.10       Axle load calculation   9.10.1    Performing an axle load calculation   9.10.2    Calculation of weight with trailing axle lifted   9.11       Support length for bodies without subframes   9.12      Coupling devices   9.12.1   Trailer coupling   9.12.2   Rigid drawbar trailers / central axle trailers   9.12.3   Fifth-wheel coupling

The ESC numbers stated in the illustrations are purely for internal reference.
They are of no consequence to the reader.
If not otherwise stated: all dimensions in mm, all weights and loads in kg


1.   Applicability and legal agreements


1.1   Applicability

The statements in this guide are binding. If technically feasible, exceptions will be approved only if a written request has been submitted to the ESC department at MAN, (see „Publisher“ above).


1.2   Legal agreements and approval procedure


1.2.1   Preconditions

In addition to this Guide, the company carrying out the work must observe all

•    laws and decrees
•    accident prevention regulations
•    operating instructions.

relating to the operation and construction of the vehicle. Standards are technical standards; they are therefore minimum requirements. Anyone who does not endeavour to observe these minimum requirements is regarded as operating negligently. Standards are binding when they form part of regulations.

Information given by MAN in reply to telephone enquiries is not binding unless confirmed in writing. Enquiries are to be directed to the relevant MAN department. Information refers to conditions of use that are usual within Europe. Dimensions, weights and other basic data that differ from these must be taken into consideration when designing the body, mounting the body and designing the subframe. The company carrying out the work must ensure that the entire vehicle can withstand the conditions of use that it is expected to experience. For certain types of equipment, such as loading cranes, tail-lifts, cable winches etc, the respective manufacturers have developed their own body regulations. If, when compared with this MAN Guide, they impose further conditions, then these too must be observed.

References to

•    legal stipulations
•    accident prevention regulations
•    decrees from professional associations
•    work regulations
•    other guidelines and sources of information

are not in any way complete and are only intended as ideas for further information. They do not replace the company’s obligation to carry out its own checks.

Fuel consumption is considerably affected by modifications to the vehicle, by the body and its design and by the operation of equipment driven by the vehicle’s engine. It is therefore expected that the company carrying out the work implements a design that facilitates the lowest possible fuel consumption.


1.2.2   Responsibility

The responsibility for proper

•    design
•    production
•    installation of bodies
•    modification to the chassis

always lies fully with the company that is manufacturing the body, installing it or carrying out modifications (manufacturer’s liability). This also applies if MAN has expressly approved the body or the modification. Bodies/conversions that have been approved in writing by MAN do not release the body manufacturer from his responsibility for the product. Should the company carrying out the work detect a mistake either in the planning stage or in the intentions of

•    the customer
•    the user
•    its own personnel
•    the vehicle manufacturer

then that mistake must be brought to the attention of the respective party.

The company is responsible for seeing that the vehicle’s

•    operational safety
•    traffic safety
•    maintenance possibilities and
•    handling characteristics

do not exhibit any disadvantageous properties.

With regard to traffic safety, the company must operate in accordance with the state of the art and in line with the recognised rules in the field in matters relating to

•    the design
•    the production of bodies
•    the installation of bodies
•    the modification of chassis
•    instructions and
•    operating instructions.

Difficult conditions of use must also be taken into account.


1.2.3   Quality assurance

In order to meet our customers’ high quality expectations and in view of international product/manufacturer liability legislation an on-going quality monitoring programme is also required for conversions and body manufacture/installation. This requires a functioning quality assurance system. It is recommended that the body manufacturer sets up and provides evidence of a quality system that complies with the general requirements and recognised rules (e.g. DIN EN ISO 9000 et seq. or VDA 8). If MAN is the party awarding the contract for the body or conversion evidence of qualification will be requested. MAN Nutzfahrzeuge AG reserves the right to carry out its own system audit in accordance with VDA 8 or a corresponding process check at the supplier’s premises. VDA volume 8 has been agreed with the following body manufacturers’ associations: ZKF (Zentralverband Karosserie- und Fahrzeugtechnik – Central Association of Body and Vehicle Engineering) and BVM (Bundesverband Metall Vereinigung Deutscher Metallhandwerke – Federation of German Metal Trades Associations). It has also been agreed with the ZDH (Zentralverband des Deutschen Handwerks – Central Association of German Craft Trades).

Documents:
VDA Volume 8
„Minimum quality assurance requirements for trailer, body manufacturers“, obtainable from the Verband der Automobilindustrie e.V (VDA) (German Motor Industry Association),    http://www.vda-qmc.de.


1.2.4   Approval

Approval from MAN for a body or a chassis modification is not required if the bodies or modifications are carried out in accordance with this Guide. If MAN approves a body or a chassis modification, then this approval refers

•    In the case of bodies only to the body’s fundamental compatibility with the respective chassis and the interfaces to the body (e.g. dimensions and mounting
      of the subframe)
•    In the case of chassis modifications only to the fact that, from a design point of view, the modifications to the chassis in question are fundamentally permissible.

The approval note that MAN enters on the submitted technical documents does not indicate a check on the

•    Function
•    Design
•    Equipment of the body or the modification.

Observance of this Guide does not free the user from responsibility to perform modifications and manufacture bodies properly from a technical point of view.
The approval note only refers to such measures or components as are to be found in the submitted technical documents.

MAN reserves the right to refuse to issue approvals for bodies or modifications, even if a comparable approval has already been issued. Later submissions for approval are not automatically treated the same as earlier ones, because technical advances achieved in the interim period have to be taken into account.

MAN also reserves the right to change this Guide at any time or to issue instructions that differ from this Guide for individual chassis.

If several identical chassis have the same bodies or modifications MAN can, to simplify matters, issue a collective approval.





1.2.5   Submission of documents

Documents should only be sent to MAN if bodies diverge from this Guide. Before work begins on the vehicle, technical documents that require approval or inspection must be sent to the ESC Department at MAN (for address see „Publisher“ above).

For an approval process to proceed swiftly, the following are required:

•    Documents should be submitted in duplicate
•    The number of individual documents should be kept to a minimum
•    All the technical data and documents must be submitted.

The following information should be included:

•    Vehicle model (see Chapter 2.2 for model code) with
   -    cab design
   -    wheelbase
   -    frame overhang
•    Vehicle identification number or vehicle number (if already available, see Chapter 2.2) Identification of deviations from this Guide to Fitting Bodies in all documentation!
•    Loads and their load application points:
   -    Forces from the body
    -    Axle load calculation
•    Special conditions of use:
•    Subframe:
   -    Material and cross-sectional data
   -    Dimensions
   -    Type of section
   -    Arrangement of cross members in the subframe
   -    Special features of the subframe design
   -    Cross-section modifications
   -    Additional reinforcements
   -    Upsweeps, etc.
•    Means of connection:
   -    Positioning (in relation to the chassis)
   -    Type
   -    Size
   -    Number.

The following are not sufficient for inspection or approval:

•    Parts lists
•    Brochures
•    Photographs
•    Other not binding information.

Drawings are only valid if they bear the number that has been assigned to them. It is therefore not permitted to draw in the bodies or modifications on chassis drawings that have been provided by MAN and to submit these for approval.


1.2.6   Liability for defects

Liability claims in respect of defects only exist within the framework of the purchasing contract between buyer and seller. In accordance with this, liability for defects lies with the respective seller of the goods.

Claims against MAN are not valid if the fault that is the subject of the complaint was due to the fact that

•    This Guide was not observed
•    In view of the purpose for which the vehicle is used, an unsuitable chassis has been selected
•    The damage to the chassis has been caused by
   -    the body
   -    the type of body mounting or how the body has been mounted
   -    he modification to the chassis
   -    improper use.



1.2.7   Product liability

Any faults in the work that are identified by MAN are to be corrected. Insofar as is legally permissible, MAN disclaims all liability,
in particular for consequential damage.

Product liability regulates:

•    The liability of the manufacturer for its product or component
•    The compensation claim made by the manufacturer against whom a claim has been made against the manufacturer of an integral component, if the damage that
      has occurred is due to a fault in that component.

The company that has made the body or carried out the modification is to relieve MAN of any liability to its customer or other third party if the damage that has occurred is due to the fact that

•    The company did not observe this Guide
•    The body or chassis modification has caused damage on account of its faulty
   -    design
   -    manufacture
   -    installation
   -    instructions
•    The fundamental rules that are laid down have not been complied with in any other way.


1.2.8   Safety

Companies carrying out work on the chassis/vehicle are liable for any damage that may be caused by poor functional and operational safety or inadequate operating instructions. Therefore, MAN requires the body manufacturer or vehicle conversion company to:

•    Ensure the highest possible safety, in line with the state of the art
•    Provide comprehensible, sufficient operating instructions
•    Provide permanent, easily visible instruction plates on hazardous points for operators and/or third parties
•    Observe the necessary protection measures (e.g. fire and explosion prevention)
•    Provide full toxicological information
•    Provide full environmental information.

Safety is top priority! All available technical means of avoiding incidents that will undermine operational safety are to be implemented. This applies equally to

•    Active safety = prevention of accidents. This includes:
      -    Driving safety
           achieved by the overall vehicle design, including the body
      -    Safety as a consequence of the driver’s well-being
           achieved by keeping occupant stress caused by vibrations, noise, climatic conditions etc. to a minimum
      -    Safety as a consequence of observation and perception, in particular through the correct design of
           lighting systems, warning equipment, providing sufficient direct and indirect visibility
      -    Safety as a consequence of operating equipment and controls
           this includes optimising the ease of operation of all equipment, including that of the body.
•       Passive safety = avoidance and reduction of the consequences of accidents. This includes:
      -    Exterior safety such as the design of the outside of the vehicle and body with respect to deformation behaviour and the installation of protective devices
      -    Interior safety
          including the protection of occupants of vehicles and cabs that are installed by the body builders.

Climatic and environmental conditions have effects on:

•    Operational safety
•    Readiness for use
•    Operational performance
•    Service life
•    Cost-effectiveness.

Climatic and environmental conditions are, for example:

•    The effects of temperature
•    Humidity
•    Aggressive substances
•    Sand and dust
•    Radiation.

Sufficient space for all parts required to carry out a movement, including all pipes and cables, must be guaranteed. The operating instructions for MAN trucks provide information about the maintenance points on the vehicle. Regardless of what type of body is fitted, good access to the maintenance points must be ensured in all cases. It must be possible to carry out maintenance unhindered and without having to remove any components. Sufficient ventilation and/or cooling of the components is to be guaranteed.


1.2.9   Manuals from body and conversion companies

In the event of a body being added or modifications to the vehicle being carried out, the operator of the vehicle is also entitled to receive operating instructions from the conversion company. All specific advantages offered by the product are of no use if the customer is not able to

•    Handle the product safely and properly
•    Use it rationally and effortlessly
•    Maintain it properly
•    Master all of its functions.

As a result, every vehicle body builder and converter must check his technical instructions for:

•    Clarity
•    Completeness
•    Accuracy
•    Comprehensibility
•    Product-specific safety instructions.

Inadequate or incomplete operating instructions carry considerable risks for the user. Possible effects are:

•    Reduced benefit, because the advantages of the product remain unknown
•    Complaints and annoyance
•    Faults and damage, which are normally blamed on the chassis
•    Unexpected and unnecessary additional cost through repairs and time lost
•    A negative image and thereby less inclination to buy the same product or brand again.

Depending on the vehicle body or modification, the operating personnel must be instructed about operation and maintenance.
Such instruction must also include the possible effects on the static and dynamic performance of the vehicle.


1.2.10   Limitation of liability for accessories/spare parts

Accessories and spare parts that MAN has not manufactured or approved for use in its products may affect the traffic safety and operational safety of the vehicle and create hazardous situations. MAN Nutzfahrzeuge Aktiengesellschaft (or the seller) accepts no liability for claims of any kind resulting from a combination of the vehicle together with an accessory that was made by another manufacturer, regardless of whether MAN Nutzfahrzeuge Aktiengesellschaft (or the seller) has sold the accessory itself or fitted it to the vehicle (or the subject of the contract).





2.   Product designations


2.1   Vehicle designation and wheel formula

To enable unique and easily comprehensible identification of the different variants new vehicle designations have been systematically
introduced. The vehicle designation system is based on three levels:

     -    Door designation
     -    Variant descriptor (in the sales and technical documentation e.g. data sheets, chassis drawings)
     -    Model code.


2.1.1    Door designation

The door designation comprises:

Model range + permissible weight + engine power
TGL 8.180      TGM 18.340

Model range	+ Permissible weight	+ Engine power
TGL	8	.180
TGM	18	.340

Abbreviated notation of model range TGL = Trucknology^® Generation L, TGM = Trucknology^® Generation M
technically permissible weight in [t]
engine power [DIN-hp], rounded to the nearest 10 hp.


2.1.2    Variant descriptor

The variant descriptor = vehicle designation which comprises the door designation + wheel formula + suffix.
The terms ‘wheel formula’ and ‘suffix’ are defined in the following section.
Model range + permissible weight + engine power + wheel formula + suffix
TGL 12.220 4x2 BL     TGM 18.340 4x2 BB     TGM 26.290 6x4 BB

Model range	+ Permissible weight	+ Engine power
TGL	12	.220	4x2	BL
			Wheel formula	Suffix
TGM	18	.340	4x2	BB
			Wheel formula	Suffix
TGM	26	.290	6x4	BB
			Wheel formula	Suffix

2.1.3   Wheel formula

The wheel formula stipulates the number of axles and provides additional identification of drive, steered and leading/trailing axles. Wheel formula is a commonly used, but not standardised term. It is “wheel locations” that are counted and not the individual wheels. Twin tyres are therefore regarded as one wheel.

The following example illustrate the wheel formula:

Table 1:   Wheel formula example

6 x 2 - 4
6                      =    Total number of wheel locations, i.e. 3 axles
   x                   =    No function
     2                 =    Number of driven wheels
        -               =    Trailing axle behind the rear drive-axle assembly
           4           =    Number of steered wheels


Currently the following wheel formulae are available ex-works:

Table 2:   TGL/TGM wheel formulae

4x2	Two-axle vehicle with one drive axle
4x4	Two-axle vehicle with two drive axles “All-wheel drive”
6x2-4	Three-axle vehicle with steered trailing axle
6x4	Three-axle vehicle with two driven non-steered rear axles

2.1.4   Suffix

The suffix to the vehicle designation defines the type of suspension, differentiates trucks from tractor units and describes special product features.

TGL 8.220 4x2	BL
	Suffix

Table 3:   Types of suspension on the TGL/TGM

BB	Leaf suspension on front axle(s), leaf suspension on rear axle(s)
BL	Leaf suspension on front axle(s), air suspension on rear axle(s)
LL	Air suspension on front axle(s), air suspension on rear axle(s)

Semitrailer tractor units (for TGL and TGM models, conversion to tractor units by MAN upon request) are designated with an ‘S’ suffix. Trucks have no special designation. Special product (design) features are added separately following a hyphen ‘-’ after the first section of the suffix:

Example for special product features:

TGM 18.250 4x4 BL-FW	-FW
	- FW = Fire engine chassis with all wheel drive and low build height approved solely for fire fighting vehicle bodies

Table 4:    Designations for special designs produced to-date (to be supplemented with further designs)

- FW	Fire engine chassis with all wheel drive and low build height approved solely for fire fighting vehicle bodies
- TIB	“Truck in a box” – dismantled chassis for assembly in MAN factory of the recipient country, Example: TGM 18.xxx 4x2 BB-TIB
- FOC	Cab over engine chassis with cowl for omnibus superstructure

2.2   Model number, vehicle identification number, vehicle number, basic vehicle number

The three-digit model number, also called model code, provides a technical identification of the MAN chassis and also identifies to which vehicle range it belongs. This number is part of the 17-digit vehicle identification number (VIN) and is located at digits 4 to 6 in the VIN. The basic vehicle number, formulated for sales purposes, also contains the model number at digits 2 to 4. The seven-figure vehicle number describes the technical equipment on a vehicle; it contains the model number at digits 1 to 3, followed by a four-digit sequential number. The vehicle number is to be found in the vehicle papers and on the vehicle’s manufacturing plate. The vehicle number can be quoted instead of the 17-digit vehicle identification number in the event of any technical queries regarding conversions and bodies.

Table 5 gives some examples of the model number, vehicle identification number, basic vehicle number and vehicle number.

Table 5:    Example vehicle designation, model number, vehicle identification number, basic vehicle number and vehicle number.

Vehicle designation	Model number Model code	Vehicle identification number (VIN)	Basic vehicle number	Vehicle number
TGL 7.150 4x2 BB TGL 8.220 4x2 BL TGL 12.250 4x2 BL TGM 15.290 4x2 BL TGM 18.340 4x2 BB TGM 26.290 6x2 BB	N03 N13 N14 N16 N08 N48	WMAN03ZZ45Y145243* WMAN13ZZ95Y145041* WMAN14ZZ75Y152242* WMAN16ZZ75Y150954* WMAN08ZZ55Y140816* WMAN48ZZ27Y174851*	LN03HD08 LN13AE07 LN14DA03 LN16CA01 LN08AB11 LN48CF01	N03A093* N139B58* N14B167* N160001* N080003* N080012*

*)   Vehicle identification numbers and vehicle numbers in the example are not identical with the actual built vehicles.

Up to (11/2009) the TGL range comprises the following model numbers:

Table 6:  Model numbers, tonnage class, vehicle designation and suspension on the TGL

Model number	Tonnage	Designation , xxx stands forvarious engine powers	Engine	Suspension
N01	7,5 t	TGL 7.xxx 4x2 BB	D08 R4 Common Rail	BB	2007 replaced by N03
N02	8 t	TGL 8.xxx 4x2 BB	D08 R6 Common Rail	BB
N03	8 t	TGL 8.xxx 4x2 BB	D08 R4 Common Rail	BB
N04	10 -12 t	TGL 10.xxx 4x2 BB TGL 12.xxx 4x2 BB	D08 R6 Common Rail	BB
N05	10 -12 t	TGL 10.xxx 4x2 BB TGL 12.xxx 4x2 BB	D08 R4 Common Rail	BB
N11	7,5 t	TGL 7.xxx 4x2 BL	D08 R4 Common Rail	BL	2007 replaced by N03
N12	8 t	TGL 8.xxx 4x2 BL	D08 R6 Common Rail	BL
N13	8 t	TGL 8.xxx 4x2 BL	D08 R4 Common Rail	BL
N14	10 -12 t	TGL 10.xxx 4x2 BL TGL 12.xxx 4x2 BL	D08 R6 Common Rail	BL
N15	10 -12 t	TGL 10.xxx 4x2 BL TGL 12.xxx 4x2 BL	D08 R4 Common Rail	BL
N49	12 t	TGL 12.xxx 4x2 BL-FOC	D08 R6 Common Rail	BL
N60	8 t	TGL 8.xxx 4x2 BB-TIB	D08 R4 Common Rail	BB
N61	10 -12 t	TGL 12.xxx 4x2 BB-TIB	D08 R4 Common Rail	BB

Up to (11/2009) the TGM range comprises the following model numbers:

Table 7:    Model numbers, tonnage class, vehicle designation and suspension on the TGM

Model number	Tonnage	Designation , xxx stands forvariousengine powers	Engine	Suspension
N08	18 t	TGM 18.xxx 4x2 BB	D08 R6 Common Rail	BB
N18	18 t	TGM 18.xxx 4x2 BL	D08 R6 Common Rail	BL
N28	18 t	TGM 18.xxx 4x2 LL	D08 R6 Common Rail	LL
N16	15 t	TGM 15.xxx 4x2 BL	D08 R6 Common Rail	BL
N26	15 t	TGM 15.xxx 4x2 LL	D08 R6 Common Rail	LL
N34	13 t	TGM 13.xxx 4x4 BL-FW	D08 R6 Common Rail	BL
N36	13 t	TGM 13.xxx 4x4 BL	D08 R6 Common Rail	BL
N37	13 t	TGM 13.xxx 4x4 BB	D08 R6 Common Rail	BB
N38	18 t	TGM 18.xxx 4x4 BB	D08 R6 Common Rail	BB
N44	26 t	TGM 26.xxx 6x2-4 LL	D08 R6 Common Rail	LLL
N46	26 t	TGM 26.xxx 6x2-4 BL	D08 R6 Common Rail	BLL
N48	26 t	TGM 26.xxx 6x4 BB	D08 R6 Common Rail	BBB
N62	18 t	TGM 18.xxx 4x2 BB-TIB	D08 R6 Common Rail	BB
N63	15 t	TGM 15.xxx 4x2 BL-TIB	D08 R6 Common Rail	BL
N64	18 t	TGM 18.xxx 4x4 BB-TIB	D08 R6 Common Rail	BB
N65	18 t	TGM 18.xxx 4x2 BL-TIB	D08 R6 Common Rail	BL

2.3    Use of logos

MAN logos on the chassis may not be removed or modified in any way without prior approval from MAN.
Modifications to the chassis or body that do not conform with this Guide to Fitting Bodies and that have not received MAN approval by the ESC department (for address see „Publisher“ above) must receive a new vehicle identification number (VIN) from the manufacturer responsible for the modification (normally the vehicle conversion company). In such cases where the chassis/vehicle has received a new VIN, the logos on the radiator grille (MAN lettering, lion emblem) and the doors (door designation – see Section 2.1.1) must be removed.


2.4    Cabs

TGL/TGM chassis are supplied with the following cab variants / cab designations:

Table 8:   TGL/TGM cabs

Description		Dimensions*			Views
Name	technical description	Length	Width	Height (from cab-0)	Side	Front
C	For D0836 (6-cyl.) engine L.H.D F99L10S R.H.D F99R10S For D0834 (4-cyl.) engine L.H.D F99L12S R.H.D F99R12S	1.620	2.240	1.640
L	L.H.D F99L32S R.H.D F99R32S	2.280		1.737
LX	L.H.D F99L37S R.H.D F99R37S	2.280		2.035 High-roof cab
	For D0834 (4-cyl.) engine L.H.D F99L58S R.H.D F99R58S For D0836 (6-cyl.) engine L.H.D F99L57S R.H.D F99R57S	2.785	2.240	1.740

*) Dimensions refer to the cab without attachments such as mudguards, front spoiler, mirrors, roof spoiler etc.





2.5    Engine variants

4-valve Diesel engines with Common Rail injection from the D08 engine family are used on the TGL/TGM (D08 = 1st – 3rd digits of the engine designation).
Depending upon the rated power and rated torque they are in-line four (R4) or in-line six cylinders (R6). These are available as Euro 3 engines (for some export markets), Euro 4, Euro 5 and EEV (EEV = “Enhanced Environmentally friendly Vehicle“). Euro 4, Euro 5 und EEV are equipped with exhaust gas recirculation (EGR), On Board Diagnosis (OBD) und exhaust gas after-treatment according to the following list:

Euro 4: EGR + MAN PM-KAT^® OBD 1, since 10-2007 OBD1+NO_x control
Euro 5: EGR + Oxikat OBD 2 (+NO_x control)
EEV: EGR + MAN PM-KAT^®, OBD 2 (+NO_x control)

Table 9:    TGL/TGM engines/engine designations D08 Common Rail, Euro 3 with EGR

Vehicle designation	Emission class	Power [kW] at rpm	Max. torque [Nm] / at rpm	Engine type	Engine designation
xx.150	Euro 3	110 kW	570 at 1.400 rpm	R4	D0834LFL40
xx.180	Euro 3	132 kW	700 at 1.400 rpm	R4	D0834LFL41
xx.210*	Euro 3	151 kW	830 at 1.400 rpm	R4	D0834LFL42
xx.240	Euro 3	176 kW	925 at 1.200 -1.800 rpm	R6	D0836LFL40
xx.280	Euro 3	206 kW	1100 at 1.200 – 1.800 rpm	R6	D0836LFL41
xx.330	Euro 3	240 kW	1250 at 1.200 – 1.800 rpm	R6	D0836LFL44

*   2-stage turbocharging on 132 kW

For Euro 4, the European emission regulations differentiate between:

1)   Euro 4 with on-board-diagnosis “OBD 1” (a legal requirement for first registrations since 1.10.2006 – 30.9.2007). Marked “OBD 1” in the table.
2)   Euro 4 with OBD 1 and NO_x control (a legal requirement for first registrations since 1.10.2007). Marked “OBD 1 NO_x control” in the table.

Table 10:    TGL/TGM engines/engine designations D08 Common Rail, Euro 4 with EGR, OBD and PM-KAT^®

Vehicle designation	Emission class	Power [kW] / at rpm	OBD generation	Max. torque [Nm] / at rpm	Engine type	Engine designation
xx.150	Euro 4	110 kW/ 2.400	OBD 1	570/1.400 rpm	R4	D0834LFL50
xx.180*	Euro 4	132 kW*/ 2.400	OBD 1	700/1.400 rpm	R4	D0834LFL51
xx.210*	Euro 4	151 kW*/ 2.400	OBD 1	830/1.400 rpm	R4	D0834LFL52
xx.240	Euro 4	176 kW/ 2.300	OBD 1	925/1.200 -1.800 rpm	R6	D0836LFL50
xx.280*	Euro 4	206 kW*/ 2.300	OBD 1	1.100/1.200 – 1.800 rpm	R6	D0836LFL51
xx.330*	Euro 4	240 kW*/ 2.300	OBD 1	1.250/1.200 – 1.800 rpm	R6	D0836LFL52
xx.150	Euro 4	110 kW/ 2.400	OBD 1 NOx control	570/1.400 rpm	R4	D0834LFL53
xx.180*	Euro 4	132 kW*/ 2.400	OBD 1 NOx control	700/1.400 rpm	R4	D0834LFL54
xx.210*	Euro 4	151 kW*/ 2.400	OBD 1 NOx control	830/1.400 rpm	R4	D0834LFL55
xx.240	Euro 4	176 kW/ 2.300	OBD 1 NOx control	925/1.200 -1.800 rpm	R6	D0836LFL53
xx.280*	Euro 4	206 kW*/ 2.300	OBD 1 NOx control	1.100/1.200 – 1.800 rpm	R6	D0836LFL54
xx.330*	Euro 4	240 kW*/ 2.300	OBD 1 NOx control	1.250/1.200 – 1.800 rpm	R6	D0836LFL55

* 2-stage turbocharging on 132 kW, 151 kW, 206 kW and 240 kW

3.    Allgemeine technische Grundlagen

National and international regulations take priority over technically permissible dimensions and weights if they limit the technically permissible dimensions and weights. The following data can be obtained from the quotation documents and documents contained in MANTED^® at   www.manted.de :

•    Dimensions
•    Weights
•    Centre of gravity position for payload and body (minimum and maximum position for body) for the production standard chassis.

The data contained in these documents may vary depending on what technical features the vehicle is actually fitted with upon delivery. The critical factor is the vehicle’s actual configuration and condition at the time delivery.To achieve optimum payload carrying capability the chassis must be weighed before work starts on the body. Calculations can then be made to determine the best centre of gravity position for payload and body as well as the optimum body length. As a result of component tolerances the weight of the standard chassis is allowed to vary by ± 5%, in accordance with DIN 70020. Any deviations from the standard equipment level will have a greater or lesser effect on dimensions and weights. Changes in equipment may result in deviations in the dimensions and weights, particularly if different tyres are fitted that then also lead to a change in the permissible loads.

In each individual case when a body is fitted care needs to be taken to ensure the following

•    Under no circumstances may the permissible axle weights be exceeded
•    A sufficient minimum front axle load is achieved
•    The position of the centre of gravity and loading must not be one-sided
•    The permissible overhang (vehicle overhang) is not exceeded.


3.1    Axle overload, one-sided loading

Fig. 1:    Overloading the front axle ESC-652



Fig. 2:    Difference in wheel load ESC-126



Formula 1:    Difference in wheel load

                   ∆G ≤ 0,05 • G_tat

The body must be designed such that one-sided wheel loads do not occur. Following checks, a maximum wheel load difference of 5% is permitted (where 100% represents the actual axle load and not the permissible axle load).

Example:

Actual axle load    G_tat    =    4.000 kg
Therefore, the permissible wheel load difference is:

                     ∆G    =    0,05 G_tat    =    0,05 · 4.000 kg
                     ∆G    =    200 kg

This means for example that the wheel load on one side is 1,900 kg and 2,100 kg on the other. The calculated maximum wheel load provides no information on the permissible individual wheel load for the tyres fitted. Information on this can be found in the technical manuals supplied by the tyre manufacturers.


3.2    Minimum front axle load

In order to maintain steerability, the stipulated minimum front axle load must be ensured under all vehicle load conditions, see table 12.

Fig. 3:    Minimum front axle loading ESC-651



Table 12:    Minimum front axle loading for any load condition as a % of the respective actual vehicle weight

GVW = Gross vehicle weight (vehicle/trailer) SDAH = Rigid drawbar trailer ZAA = Centre-axle trailer
Model range	Model number	Wheel formula	GVW	Without SDAH /ZAA	With SDAH /ZAA	Other rear load e.g. crane, tail-lift
TGL	N01-N05 N60 N61 N11-N15	4x2	7,5 t - 12 t	25%	30%	30%
TGM	N16 N26 N08 N18 N28 N62-N65	4x2	15 t - 18 t	25%	25%	30%
	N34 N36 N38	4x4	13 t – 18 t	25%	25%	30%
	N44 N46*	6x2*	26 t	20%	25%	25%
	N48	6x4	26 t	20%	25%	25%
*) = Three axle vehicles with lifting leading or trailing axles must be treated as having two axles when the lifting axles are raised. In this condition the higher minimum front axle load for the 4x2 chassis applies.

These values are inclusive of any additional rear loads such as:

•    Nose weights exerted by a centre-axle trailer
•    Loading cranes on the rear of the vehicle
•    Tail lifts
•    Transportable fork lift trucks.


3.3    Wheels, rolling circumference

Different tyre sizes on the front and rear axle(s) can only be fitted to all-wheel-drive vehicles if the difference in rolling circumference of the tyres used does not exceed 2%. The notes in Chapter 5 “Body” relating to anti-skid chains, load rating and clearance must be observed.


3.4    Zulässige Überhanglänge

The permissible overhang length is defined as the distance between the rear axle centreline and the end of the vehicle including the bodywork. The following maximum values are permitted, expressed as a percentage of the theoretical wheelbase:

     -    Two-axle vehicles 65%
     -    all other vehicles 70%.

The basic requirement is that the minimum front axle loads given in Table 12 must be observed for every operating condition.


3.5    Theoretical wheelbase, overhang, theoretical axle centreline

The theoretical wheelbase is an aid for calculating the position of the centre of gravity and the axle loads.
The definition is given in the following figures.

Fig. 4:    Theoretical wheelbase and overhang – two-axle vehicle ESC-746



Formula 2:    Theoretical wheelbase for a two-axle vehicle

l                    l_t    =    l₁₂

Formula 3:    Permissible overhang for a two-axle vehicle

                     U_t   ≤   0,65 • l_t

Fig. 5:    Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and identical rear axle loads ESC-747



Formula 4:    Theoretical wheelbase for a three-axle vehicle with two rear axles and identical rear axle loads

                     l_t    =    l₁₂   +   0,5   •   l₂₃

Formula 5:    Permissible overhang for a three-axle vehicle with two rear axles and identical rear axle loads

                     U_t    ≤    0,70   •   l_t

Fig. 6:    Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and different rear axle loads ESC-748



Formula 6:    Theoretical wheelbase for a three-axle vehicle with two rear axles and different rear axle loads

                                              G _permissible3   •   l₂₃
                     l_t    =    l₁₂   +    -------------------------------------
                                            G _permissible2   +   G _permissible3

Formula 7:    Permissible overhang length three-axle vehicle with two rear axles and unequal rear axle loads

                      U_t    ≤    0,70   •   l_t





3.6    Calculating the axle load and weighing procedure

It is essential that an axle load calculation be completed in order to ensure correct design of the body.
Achieving optimum compatibility between bodywork and truck is only possible if the vehicle is weighed before any work on the body is commenced. The weights thus obtained are then taken as a basis for an axle load calculation. The weights given in the sales documents only apply to production standard vehicles. Manufacturing inaccuracies (within tolerances) may occur.

The vehicle must be weighed:

•    Without the driver
•    With a full fuel tank
•    With the handbrake released and the vehicle secured with chocks
•    If fitted with air suspension, raise the vehicle to normal driving position
•    Front and rear axles separately – and then the whole vehicle as a check.

Observe the following sequence when weighing a vehicle:

Two-axle vehicles

•    1^st axle
•    2^nd axle
•    whole vehicle as a check

Dreiachser mit zwei Hinterachsen

•    1^st axle
•    2^nd together with 3^rd axle
•    whole vehicle as a check


3.7    Checking, adjustment and connection procedures before and after body has been fitted

On the TGL/TGM do not check or adjust:

•    ALB settings: No adjustments necessary once bodywork has been fitted
•    Tachograph ‘MTCO’ – this has already been calibrated at the factory
•    Digital tachograph ‘DTCO’ – this has also been calibrated at the factory.

According to EU Directives however, a person authorised to carry out tests must enter the registration number (normally this has not been issued when the vehicle leaves the MAN factory). Before the body is fitted the roof spoiler supplied by MAN and mounted on the chassis frame must be fitted onto the cab roof.

When installing a central lubrication system:

Do not connect the lubrication system to the low-maintenance brake camshafts on drive axles fitted with drum brakes.
Low-maintenance brake camshafts can be recognised from their protective tube, see Fig. 7.
Lubrication may only be applied every 4 years using special high-temperature grease in accordance with MAN Standard 284.

Fig. 7:   Protective tube of the low-maintenance brake camshaft ESC-481



Checking and adjustment procedures that must be completed by the bodybuilder before or after the body has been fitted:

•    On chassis fitted with air suspension the suspension must be fixed in the raised position using wooden blocks.
     These wooden blocks must be removed before adjusting the headlamps and before the vehicle is driven away.
•    The rear axle level control system may only be operated when the rear axle load (e.g. exerted by the body) ≥ 500 kg.
•    See also section 6.6 in this booklet for details on basic beam alignment of the headlamps
•    Check battery charge status according to the charging schedule, sign battery charging log. See also the Chapter 6, “Electrics, electronics, wiring”.


4.    Modifying the chassis

To provide customers with the products they want, additional components sometimes need to be installed, attached or modified.
For uniformity of design and ease of maintenance, we recommend that original MAN components be used as long as these comply with the vehicle’s structural design. To keep maintenance work to a minimum, we recommend the use of components that have the same maintenance intervals as the MAN chassis.
Installation and/or modification of components frequently requires intervention in the control unit’s CAN architecture (e.g. when extending the EBS electronic braking system). The necessary modifications and/or expansion of the vehicle programming are described under the corresponding topic in these guidelines.
Such modifications may only be undertaken with assistance from the electronics experts at MAN service centres and the programming must be approved by the ESC department (for address see “Publisher” above). Retrofitted systems may, under certain circumstances, not be assimilated into the vehicles’ on-board Trucknology^® systems “Time maintenance system” of “Flexible maintenance system”.
For this reason it is not possible to achieve the same degree of maintenance convenience as is possible with original equipment.


4.1    Frame material

When carrying out modifications to the chassis longitudinal and cross-members only use of the original frame material S420MC (= QStE420TM) is approved and for the N48 model S500 MC (=QStE500TM, profile no. 40).

For the TGL/TGM the following longitudinal frame members are used, depending on the model:

Fig. 8:    Profile data for longitudinal frame members ESC-128



Table 13:    Profile data for longitudinal frame members TGL/TGM

No.	H mm	h mm	Bo mm	Bu mm	t mm	R mm	G kg/m	σ0,2 N/mm2	σB N/mm2	A Mm2	eX mm	eY mm	lX cm4	WX1 cm3	WX2 cm3	lY cm4	WY1 cm3	WY2 cm3
5	220	208	70	70	6	10	16	420	480..620	2.021	16	110	1.332	121	121	85	53	16
35	220	212	70	70	4	10	11	420	480..620	1.367	16	110	921	84	84	59	37	11
36	220	211	70	70	4,5	10	12	420	480..620	1.532	16	110	1.026	93	93	65	41	12
37	220	206	70	70	7	10	18	420	480..620	2.341	17	110	1.526	139	139	97	57	18
38	220	204	70	70	8	10	21	420	480..620	2.656	17	110	1.712	156	156	108	64	20
39	270	256	70	70	7	10	21	420	480..620	2.691	15	135	2.528	187	187	102	68	19
40	270	256	70	70	7	10	21	500	550..700	2.691	15	135	2.528	187	187	102	68	19
41	270	254	70	70	8	10	24	420	480..620	3.056	15	135	2.842	211	211	114	76	21

Up-to-date and binding instructions on the longitudinal frame member profile to be used can be found in:

•    the chassis drawing
•    the technical data sheet

which can be found for the corresponding vehicle at   www.manted.de under “Chassis”. Table 14 gives the model-related allocation of longitudinal frame member profiles valid on the date of publication of this guide (11/ 2009).

Table 14:    Model-related allocation of longitudinal frame member profiles for TGL/TGM

Tonnage	Model	Vehicle	Wheelbase	Profile code
TGL 7,5 t	N01	TGL 7.xxx 4x2 BB	≤ 4.200 > 4.200	35 36
	N11	TGL 7.xxx 4x2 BL
TGL 8 t	N02	TGL 8.xxx 4x2 BB	all	36
	N03, N60	TGL 8.xxx 4x2 BB
	N12	TGL 8.xxx 4x2 BL
	N13	TGL 8.xxx 4x2 BL
TGL 10 t TGL 12 t	N04	TGL 10.xxx 4x2 BB	all	5
		TGL 12.xxx 4x2 BB
	N05, N61	TGL 10.xxx 4x2 BB
		TGL 12.xxx 4x2 BB
	N14	TGL 10.xxx 4x2 BL
		TGL 12.xxx 4x2 BL
	N15	TGL 10.xxx 4x2 BL
		TGL 12.xxx 4x2 BL
TGM 12 t TGM 15 t	N16, N63	TGM 12.xxx 4x2 BL	all	37
		TGM 15.xxx 4x2 BL
	N26	TGM 12.xxx 4x2 LL	all	39
		TGM 15.xxx 4x2 LL
TGM 13 t 4x4 TGM 18 t	N34, N36	TGM 13.xxx 4x4 BL	all	37
	N08, N62	TGM 18.xxx 4x2 BB	all	39
	N18, N65	TGM 18.xxx 4x2 BL
	N28	TGM 18.xxx 4x2 LL
TGM 18 t 4x4	N38, N64	TGM 18.xxx 4x2 BB	all	38
TGM 22 t	N26	TGM 22.xxx 6x2-4 LL	all	41
TGM 26 t 6x2-4	N44, N46	TGM 26.xxx 6x2-4 LL/BL	all	41
TGM 26 t 6x4	N48	TGM 26.xxx 6x4 BB	all	40

4.1.1    Subframe material

For reasons of strength, the materials S235JR (St37-2) and S260NC (QStE260N) are only suitable for use to a limited degree.
They are therefore only permitted for subframe longitudinal and cross members that are subject only to line loads from the body.
Should point loads arise or if auxiliary equipment is to be fitted that exerts localised forces, e.g. tail-lifts, cranes and cable winches, then steels with a yield point
of σ_0,2 > 350 N/mm² must always be used.





4.2    Corrosion protection

Surface and corrosion protection affects the service life and appearance of the product. In general, the quality of the coatings on body components should be equal to that of the chassis.

In order to fulfil this requirement, the MAN Works Standard M 3297 “Corrosion protection and coating systems for non-MAN bodies” is binding for bodies that are ordered by MAN. If the customer commissions the body, this standard becomes a recommendation only. Should the standard not be observed, MAN provides no guarantee for any consequences. MAN-works standards may be sourced via   www.normen.man-nutzfahrzeuge.de, registration required.

Series production MAN chassis are coated with environmentally friendly, water-based 2-component chassis top-coat paints at approx. 80°C.
To guarantee uniform coating, the following coating structure is required for all metal component assemblies on the body and subframe:

•    Bare metal or blasted component surface (SA 2.5)
•    Primer coat: 2-component epoxy primer, approved in accordance with MAN works standard M 3162-C or, if possible, cathodic dip painting to MAN works
      standard M 3078-2, with zinc phosphate pre-treatment
•    Top coat: 2-component top-coat paint to MAN works standard M 3094, preferably water-based; if there are no facilities for this, then solvent-based paint is
      also permitted. (www.normen.man-nutzfahrzeuge.de, registration required).

Instead of priming and painting the vehicle with a top coat, the substructure of the body (e.g. longitudinal and cross-members, corner plates) may also be galvanised. See the relevant paint manufacturer’s data sheets for information on tolerances for drying and curing times and temperatures. When selecting and combining materials the compatibility of the different metals (e.g. aluminium and steel) must be taken into consideration as must the effects of the ‘electrochemical series’ (cause of contact corrosion).

After all work on the chassis has been completed:

•    Remove any drilling swarf
•    Remove burrs from the edges
•    Apply wax preservative to any cavities

Mechanical connections (e.g. bolts, nuts, washers, pins) that have not been painted over must be given optimum corrosion protection.
To prevent the occurrence of salt corrosion whilst the vehicle is stationary during the body-building phase, all chassis must be washed with clean water to remove any salt residues as soon as they arrive at the body manufacturer’s premises.


4.3    Drill holes, riveted joints and screw connections on the frame

If possible, use the holes already drilled in the frame. No drilling should be carried out in the flanges of the longitudinal frame member profiles, i.e. in the upper and lower flanges (see Fig. 9). The only exception to this is at the rear end of the frame, outside the area of all the parts fitted to the frame that have a load-bearing function for the rearmost axle (see Fig. 10). This also applies to the subframe.

Fig. 9:    Frame drill holes in the upper and lower flange ESC-155



Fig. 10:    Drill holes at frame end ESC-032



It is allowable to make drillings in the frame along its total useable length. However, the permissible distances between holes must be observed (see Fig. 11). After drilling, rub down all holes and remove any burrs.

Fig. 11:    Distances between drill holes ESC-021




Several frame components and add-on components (e.g. corner plates with cross member, shear plates, platform corner pieces) are riveted to the frame during production. If modifications to these components need to be carried out afterwards, screw connections with a minimum strength class of 10.9 and mechanical locking device are permitted. MAN recommends double nip countersunk bolts/nuts to MAN standard M 7.012.04 (may be sourced via www.normen.man-nutzfahrzeuge.de).
The manufacturer’s stipulated tightening torque must be observed. If double nip countersunk bolts are reinstalled then new bolts/nuts must be used on the tightening side. The tightening side can be recognised by slight marks on the bolt’s nips or nut flange (see Fig. 12).

Fig. 12:    Marks on the bolt’s nips on the tightening side ESC-216



Alternatively, it is possible to use high-strength rivets (e.g. Huck^®-BOM, blind fasteners) – manufacturers’ installation instructions must be followed. The riveted joint must be at least equivalent to the screw connection in terms of design and strength.
In principle it is also possible to use flange bolts. MAN draws your attention to the fact that such flange bolts place high requirements on installation accuracy.
This applies particularly when the grip length is short.


4.4    Modifying the frame


4.4.1    Welding the frame

As a rule, no welding work is to be carried out on the frame and axle mountings other than that described in these guidelines or in the MAN repair instructions. Welding work on components and assemblies that are subject to design approval (e.g. coupling devices, underride protection) may only be carried out by the design approval holder. Welding work on these components will otherwise lead to the withdrawal of the design approval! Welders must have specialist knowledge in chassis welding. The workshop must therefore employ suitably trained and qualified personnel to carry out the required welding work (e.g. in Germany, according to the DVS leaflets 2510 – 2512 “Carrying out repair welding work on commercial vehicles”, and DVS leaflet 2518 “Weld criteria for use of fine grain steels in commercial vehicle manufacture/repair “, available from the DVS publishing house). The frames of MAN commercial vehicles are made from high-strength fine-grain steels. Welding work on the frame is only permitted using the respective original frame material; see Chapter 4.1. The fine-grain steels used during manufacture are well suited for welding. Performed by a qualified welder, the MAG (metal-active gas) and MMA (manual metal arc) welding methods ensure high quality,

Recommended welding materials:

   MAG    SG 3 welding wire
   E          B 10 electrode.

It is important to prepare the area of the weld thoroughly before welding so that a high-quality joint can be achieved. Heat-sensitive parts must be protected or removed. The areas where the part to be welded joins the vehicle and the earth terminal on the welding equipment must be bare; therefore any paint, corrosion, oil, grease, dirt, etc., must be removed. Only direct current welding may be employed; note the polarity of the electrodes.
Pipes/wires (air, electric) in the vicinity of the weld must be protected against heat. It is better to remove them completely.

Fig. 13:    Protecting heat-sensitive parts ESC-156



Welding should not be attempted if the ambient temperature falls below +5°C. No undercuts are to be made whilst carrying out welding work (see fillet welds, Fig. 14). Cracks in the weld seam are not permitted. Joint seams on the longitudinal members are to be made as V or X seams in several passes. Vertical welds should be carried out from bottom to top (see Fig. 16).

Fig. 14:    Undercuts ESC-150                          Fig. 15:    Welding at X and Y seam ESC-003



Fig. 16:    Vertical welds on the frame ESC-090



To prevent damage to electronic assemblies (e.g. alternator, radio, FFR, EBS, EDC, ECAS), adhere to the following procedure:

•    Disconnect the positive and negative leads at the battery; join the loose ends of the cables together
     (connect the negative terminal “-” with the positive terminal “+”).
•    Turn on the battery master switch (mechanical switch) or bypass the electric battery master switch on the solenoid (disconnect cables and join together).
•    Attach the earth clip of the welding equipment directly to the area to be welded, ensuring there is good conductivity (see above).
•    If two parts are to be welded together, connect them together first, ensuring good conductivity (e.g. connect both parts to the earth clip)

It is not necessary to disconnect electronic components and assemblies if the procedure detailed above is followed exactly.


4.4.2    Modifying the frame overhang

If the rear overhang is modified, the centre of gravity of the payload and the body shifts and, as a result, the axle loads change. Only an axle load calculation can show whether this is within the permissible range. Such a calculation is therefore essential and must be carried out before beginning the work. The frame overhang may only be extended using the same material as was used for the frame during manufacture, i.e. S420MC (= QStE420TM) or for frame profile 40 (N48) S500MC (= QStE500TM), see also Chapter 4.1. Extending the frame using several profile sections is not permissible.

Fig. 17:    Extending the frame overhang ESC-693



CAN wiring harnesses may never be cut and lengthened.
Pre-prepared wiring harnesses are available from MAN for rear lights, auxiliary rear lights, trailer sockets, side marker lamps and ABS cables. Detailed procedures are given the booklet ‘TG Interfaces’.

Cross members in the vicinity of the rear axle guide (e.g. between the rear spring hangers) are to be left in place. If it is intended to extend vehicles with short overhangs, the existing cross member between the rear spring hangers must be left in place. An additional frame cross member must then be fitted if the distance between the cross members is more than 1,200 mm. A tolerance of +100 mm is permitted. On the production chassis, the rear underride protection assumes the function of the end cross member (not on N48). Therefore an end cross member between the longitudinal frame members is not fitted if the vehicle is not ordered with trailer towing fittings (see fig.18).

Fig. 18:    Frame end without end cross member ESC-692



Extensions to or shortening of the frame overhang within the scope of the specifications given here (e.g. distance between the cross members, overhang length) may be carried out where the MAN underride protection is fitted without an end cross member.

An end cross member is required in the following circumstances:

•    For operation with a trailer, also when ball-type couplings are in use (mounting of the socket)
•    If a tail-lift is fitted (the MAN underride protection is not fitted in this case)
•    In case of other rear loads or point loads (e.g. forklifts that are carried on the vehicle, loading crane mounted on the frame end).

If a frame overhang is shortened as far as the axle guide or suspension (e.g. rear spring hanger, stabiliser bracket) the cross members in this area (normally tubular cross-members) must either remain in place or be replaced with suitable original MAN end cross members.





4.4.3    Modifications to the wheelbase

Modifications to the wheelbase can be made by:

•    Moving the entire rear axle assembly
•    Disconnecting the longitudinal frame members and inserting or removing a section of frame.

CAN wiring harnesses may not be cut, therefore only use the approved wiring harness extensions listed in the ‘TG electrical and electronic interfaces’ booklet.

On the TGL/TGM MAN recommends moving the entire rear axle assembly because a 50 mm drill pattern in the longitudinal frame members avoids the necessity for additional drilling or the welding-over of holes. For chassis fitted with air suspension it is necessary to make a cut-out on each side of the frame for the air suspension level sensor. Before commencing any work, first request a conversion data file, stating the resultant wheelbase, from a MAN repair shop. Parameterisation is carried out using the MAN-cats^® diagnosis system. The new wheelbase must remain between the minimum and maximum standard wheelbase for the same model according to model code (see Chapter 2.2, Tables 5 and 6). (=model limit) . Any shortening or extension of wheelbases that exceed the model limit may only be carried out by MAN Nutzfahrzeuge or their qualified conversion suppliers.

The maximum distance between the cross members following a wheelbase modification is 1,200 mm. A tolerance of +100 mm is permitted. Any modifications to the driveshaft section of the driveline must be carried out according to the guidelines contained in this Guide to Fitting Bodies, see Chapter 4.6.3.1 and the instructions provided by the driveshaft manufacturer. If the new wheelbase is the same as a series wheelbase on a production model, then the arrangement of the driveshaft and cross members must be the same as that for a series wheelbase vehicle. Guidelines on moving air pipes and electric cables are contained in Chapter 6, “Electrics, electronics and wiring”. When shortening the wheelbase the wiring harness should be routed over a longer distance. Do not form rings or loops.

If changing the wheelbase involves welding:

The guidelines on welding that appear earlier in Chapter 4.4.1 must be observed. In the case of longitudinal frame members that are to be inserted,
the S420MC (= QStE420TM) or S500MC (= QStE500TM) original frame material must be used. For inserts, S355J2G3 (=St52-3) is sufficient. For frame materials see also section 4.1. It is recommended that the longitudinal frame members are pre-heated to 150°C – 200°C.

The frame must not be disconnected in the vicinity of:

•    Points where loads are introduced from the body
•    Points where loads are introduced from the axle guides and suspension (e.g. spring hangers, trailing arm mountings), minimum distance 100 mm
•    Transmission mountings, engine mountings.

TGL/TGM vehicles have a straight-through frame that is not offset between the cab and the frame end. A suitable location for a welded seam can therefore be found for any wheelbase (an exception is the N48 model where a dropped frame is fitted, see chassis drawing). Welded seams along the longitudinal axis of the vehicle are not permitted! Welded seams on the frame must be reinforced with angle inserts as shown in figs. 19 and 20.


Fig. 19:    Inserts for shortening the wheelbase ESC-012



Fig. 20:    Inserts for extending the wheelbase ESC-013




4.5    Retrofitting additional equipment

The manufacturer of an assembly, add-on component or accessory must co-ordinate the installation with MAN. Retrofit installation of components frequently requires intervention in the control unit’s CAN architecture (e.g. when extending the EBS electronic braking system). Such work always requires modification of the vehicle parameterisation. Retrofitted systems may, under certain circumstances, not be assimilated into the vehicles’ on-board Trucknology^® systems “Time maintenance system” or “Flexible maintenance system”. For this reason it is not possible to achieve the same degree of maintenance convenience as is possible with original equipment. Subsequent modification or expansion of the vehicle parameterisation can only be carried out with the help of the electronics specialists at MAN service centres with subsequent approval by MAN. Therefore, retrofit installation of components must be agreed with the ESC Department (see “Publisher” above) at the planning stage. ESC will first check to see if it is actually possible to carry out the planned work. For the approval procedure it is essential therefore, that full and verifiable documentation be provided. Under no circumstances does MAN accept responsibility for the design or for the consequences of non-approved retrofitted equipment. The conditions stated in this Guide and in the approvals must be observed. Approvals, reports and clearance certificates that have been compiled by third parties (e.g. test and inspection authorities) do not automatically mean that MAN will also issue approval. MAN reserves the right to refuse approval even though third parties may have issued clearance certificates. Unless otherwise agreed, approval only refers to the actual installation of the equipment. Approval does not mean that MAN has checked the entire system with regard to strength, vehicle handling etc., and has accepted responsibility for warranty of products. The responsibility for this lies with the company carrying out the work. Retrofitting of equipment may change the vehicle’s technical data. The equipment manufacturer and/or the dealer / importer is responsible for determining and issuing this new data.


4.5.1    Retrofitting additional or larger fuel tanks after factory delivery

Fuel is taxed at different rates – even within the EU. If larger or additional fuel tanks are fitted after the vehicle has been delivered from the manufacturer‘s factory then the additional tank volume becomes subject to the mineral oil excise duty applicable in the country into which it is being imported upon crossing the border. Only fuel that is carried in the so-called „standard tanks“ (plus fuel carried in reserve fuel canisters up to a maximum quantity of 20 litres) is free of duty. Standard tanks are the fuel tanks fitted to the vehicle when it was delivered from the factory and not fuel tanks added at a later time by a body builder or workshop for example.


4.6    Propshafts

Jointed shafts located in areas where people walk or work must be encased or covered.


4.6.1    Single joint

When a single cardan joint, universal joint or ball joint is rotated uniformly whilst bent it results in a non-uniform movement on the output side (see Fig. 21).
This non-uniformity is often referred to as cardan error. The cardan error causes sinusoidal-like fluctuations in rotational speed on the output side. The output shaft leads and trails the input shaft. The output torque of the propshaft fluctuates in line with this, despite constant input torque and input power.

Fig. 21:    Single joint ESC-074



Because acceleration and deceleration occur twice during each revolution, this type of propshaft and layout cannot be permitted for attachment to a power take-off.
A single joint is feasible only if it can be proven without doubt that because of the:

•    mass moment of inertia
•    rotational speed and
•    the angle of deflection

the vibrations and loads are not significant.


4.6.2    Jointed shaft with two joints

The non-uniformity of the single joint can be compensated for by combining two single joints in one propshaft.
However, full compensation of the movement can be achieved only if the following conditions are met:

•    Both joints have the same working angle, i.e. ß₁ = ß₂
•    The two inner yokes of the joint must be in the same plane
•    The input and output shafts must also be in the same plane, see Figs. 22 and 23.

All three conditions must always be met simultaneously so that the cardan error can be compensated for. These conditions exist in the so-called Z and W arrangements (see Figs. 22 and 23). The common working plane that exists for Z or W arrangements may be freely rotated about the longitudinal axis.

The exception is the three-dimensional propshaft layout, see Fig. 23.

Fig. 22:    W propshaft layout ESC-075



Fig. 23:    Z propshaft layout ESC-076




4.6.3    Three-dimensional propshaft layout

If the input and output shafts are not in the same plane the layout is three-dimensional. The centre lines of the input and output shafts are not parallel. There is no common plane and therefore, to compensate for the fluctuations in angular velocity, the inner yokes (forks) of the joint must be offset by angle „γ“ - see Fig. 24.

Fig. 24:    Three-dimensional propshaft layout ESC-077



The condition that the resulting working angle ß_R1 on the input shaft must be exactly the same as the working angle ß_R2 on the output shaft still applies.

Therefore:

                     ß_R1    =    ß_R2

Where:

                      ß_R1    =    three-dimensional angle of shaft 1
                      ß_R2    =    three-dimensional angle of shaft 2.

Three-dimensional working angle ß_R a function of the vertical and horizontal angle of the propshafts and is calculated as:

Formula 8:    Three-dimensional working angle

                     tan²   ß_R   =   tan²   ß_v   +   tan²   ß_h

The required angle of offset γ can be calculated using the joint angles in the horizontal and vertical planes as follows:

Formula 9:    Angle of offset γ

                                        tan ß_h1                        tan ß_h2
                      tan γ₁ =    ---------- ;     tan γ₂          ----------   ;    γ   =   γ₁   +   γ₂
                                       tan ß_γ1                        tan ß_γ2

Where:

                    ß_R    =    Three-dimensional working angle
                    ß_γ    =    Vertical working angle
                    ß_h    =    Horizontal working angle
                     γ    =    Angle of offset.

Note:

In the case of three-dimensional offset of a propshaft with two joints only the three-dimensional working angles need to be equal.
In theory therefore, an infinite number of layout options can be achieved from the combination of the vertical and horizontal working angles.

We recommend that the manufacturers’ advice be sought for determining the angle of offset of a three-dimensional propshaft layout.





4.6.3.1    Propshaft train

If the design dictates that greater lengths have to be spanned, propshaft systems comprising two or more shafts may be used. Fig. 25 shows three basic forms of propshaft system in which the position of the joints and the drivers with respect to each other were assumed to be arbitrary. Drive dogs and joints are to be matched to each other for kinematic reasons. Propshaft manufacturers should be consulted when designing the system.

Fig. 25:    Propshaft train ESC-078




4.6.3.2    Forces in the propshaft system

The joint angles in propshaft systems inevitably introduce additional forces and moments. If a telescoping propshaft is extended or compressed whilst under load whilst under load further additional forces will be introduced.

Dismantling the propshaft, twisting the two halves of the shaft and then putting them back together again will not compensate for the imbalances, it is more likely to exacerbate the problem. Such „trial and error“ may cause damage to the propshafts, the bearings, the joint, the splined shaft profile and assemblies. It is therefore essential that the markings on the propshaft are observed. The marks must therefore be aligned when the joints are fitted (see Fig. 26).

Fig. 26:    Marking on propshaft ESC-079



Do not remove existing balancing plates and do not confuse propshaft parts otherwise imbalances will occur again. If one of the balancing plates is lost or propshaft parts are replaced, the propshaft should be re-balanced.

Despite careful design of a propshaft system, vibrations may occur that may cause damage if the cause is not eliminated. Suitable measures must be used to cure the problem such as installing dampers, the use of constant velocity joints or changing the entire propshaft system and the mass ratios.


4.6.4    Modifying the propshaft layout in the driveline of MAN chassis

Body manufacturers normally modify the propshaft system when:

•    Modifying the wheelbase as a retrofit operation
•    Installing pumps on the driveshaft flange of the power take-off.

In such cases the following must be observed:

•    The working angle of each cardan shaft in the driveline must be 7° maximum in each plane when loaded.
•    If propshafts are to be extended the entire propshaft system must be re-designed by a propshaft manufacturer.
•    Every propshaft must be balanced before installation.


4.7    Modifying the wheel formula

Modifying the wheel formula means:

•    The installation of extra axles
•    The removal of axles
•    Changing the type of suspension (e.g. from leaf suspension to air suspension)
•    Making non-steered axles steerable

Modifying the wheel formula are forbidden.
These modifications may only be carried out by MAN Nutzfahrzeuge and its suppliers.


4.8    Coupling devices


4.8.1    Basics

If the truck is intended to pull loads, the equipment required to do this must be fitted and approved. Compliance with the minimum engine power required by legislation and/or the installation of the correct trailer coupling does not provide any guarantee that the truck is suitable for pulling loads. The ESC department at MAN (for address see “Publisher” above) must be contacted if the standard or ex-works permissible gross vehicle weight is to be changed. Contact must not occur between the truck and the trailer during manoeuvring. Adequate drawbar lengths should therefore be selected. The legal requirements pertaining to trailer couplings (EU: 94/20/EC and country-specific regulations) must be observed. The required clearances must also be taken into consideration (in Germany, these are defined in DIN 74058 and EC Directive 94/20/EC). The bodybuilder is obliged to ensure that the body is designed and constructed such that the coupling process can be performed and monitored unhindered and without incurring any risks. The freedom of movement of the trailer drawbar must be guaranteed. If coupling heads and sockets are installed offset to one side (e.g. on the driver’s side rear light holder) the trailer manufacturer and vehicle operator must ensure that the cables/pipes are long enough for cornering.

Fig. 27:    Clearances for trailer couplings in accordance with 94/20/EC ESC-006



Fig. 28:    Clearances for trailer couplings in accordance with DIN 74058 ESC-152



Only original MAN end cross members and their associated reinforcement plates may be used when fitting trailer couplings. End cross members have a hole pattern that matches that of the associated trailer coupling. This hole pattern may under no circumstances be modified to suit a different trailer coupling. The guidelines provided in the coupling manufacturers’ installation instructions must be observed (e.g. tightening torques and their checking).
Lowering the trailer coupling without also lowering the end cross member is not permitted!
Some examples of how the coupling may be lowered are shown in Figs. 29 and 30.
These examples are purposely represented only schematically – they do not form a design instruction.
Design responsibility rests with the respective bodybuilder/ converter.

Fig. 29:    Lowered trailer coupling ex.ESC-015 ESC-515



Fig. 30:    Trailer coupling fitted below the frame ex. ESC-042 ESC-542




4.8.2    Trailer coupling, D value

See the booklet ‘Coupling devices TG’ for detailed derivation of the D value and – for rigid drawbar trailers – D_c and V values.
Example calculations can be found in Chapter 9,   ‘Calculations’.


4.9    Tractor units and converting the vehicle type - truck / tractor

It is necessary to modify the vehicle parameterisation for the EBS braking system when converting a truck into a tractor unit.
The conversion of a TGL or TGM chassis to a tractor may only be carried out by MAN Nutzfahrzeuge AG or its conversion suppliers.

4.10    Modifying the cab


4.10.1    General

Modifications to the cab’s structure (e.g. incisions/cut-outs, changes to the support structure including the seats and seat mountings, cab extensions) together with modifications to the cab mountings and tilting mechanism are prohibited. Such conversions may only be carried out by MAN Nutzfahrzeuge and its conversion suppliers.


4.10.2    Spoilers, roof extensions, roofwalk

It is possible to retrofit a roof spoiler or an aerodynamics kit. Original MAN spoilers and aerodynamics kits can be obtained for retrofitting from our spare parts service. Drawings can be found in MANTED^® under ‘Cabs’. Only the proper mounting points on the cab roof should be used when retrofitting components to the cab roof.

Fig. 31:   Attachments on cab roofs ESC-506



Table 15:    Attachment points on cab roofs

Standard attachment	Position	M8 bolt	Additional drillings plastic raised roof	Position	Bolt St 6,3
		Tightening torque 20 Nm			Tightening torque 10 Nm
Roof spoiler High roof Steel roof	3/3a 4/4a 24/24 25/25 26/26a	M8	Sun blind	7/7a 8/8a 9/9a 10/10a	Ø 5,5
			Air horn	14/14a 15/15a 16/16a 17/17a 18/18a 19/19a	Ø 5,5
Sun blind	20/20a 21/21a 22/22a 23/23a	M8
			Rotating beacons	11/11a 12/12a 13/13a	Ø 5,5

*) Common drill holes for sun blind and roof spoiler on cabs C= F99L/R10S u.  F99L/R12S

•    Drill no. “a” is symmetric with y = 0
•    Maximum load per bolt: 5 kg
•    Maximum roof load: 30 kg
     -    Bolt connections over 3 offset points (not in one line)
•    Centre of gravity of roof extensions max. 200 mm above mounting level
•    Additional drillings in the plastic raised roof (laminated-in plates):
     -    Drill axis parallel to the surface
     -    Drilling at an angle of ±2 to the surface
     -    Drilling depth 10+2
     -    Bolt St6.3
     -    Tightening torque 10 Nm

Table 16:    Additional attachments for roofwalk

Additional attachments on rear wall (all cabs)
Roofwalk on rear wall	1/1a 2/2a	Ø 11,2

•    A support for the roofwalk must be fitted to the rear wall
•    All 4 mounting points 1/1a, 2/2a must be used
•    The roofwalk must never be installed ahead of the rear edge of the roof hatch
•    maximum weight of the roofwalk must not exceed 30 kg
•    maximum roofwalk load 100 kg.


4.10.3    Roof sleeper cabs (Top sleepers)

Fitting requirements:

•    The manufacturer of the roof cab is responsible for compliance with regulations (in particular safety regulations, e.g. trade association guidelines),
     regulations and laws (e.g. GGVS/ADR).
•    A suitable method of preventing the cab from closing by itself when it is tilted must be installed (e.g. by fitting a securing device)
•    If the tilting process differs from that for the standard MAN cab, a simple but comprehensive operating manual must be drawn up.
•    The antennas fitted on original MAN cab roofs must be properly moved. This is intended to ensure good quality reception and transmission of
      electromagnetic radiation in accordance with the EMC Directive. Extension of the antenna cable (by splicing extra cable lengths in) is not permitted.
•    If a top sleeper cab is to be fitted to the TGL range (model codes N01 – N15) with C cab (Compact) then it is necessary for the front support bracket
     to be triple-bolted (production standard since January 2008). For identification see Fig.32.

Fig. 32:   Double and triple bolting of support bracket ESC-482

4.11    Add-on frame components


4.11.1    Rear underride guard

TGL/TGM chassis are factory-fitted with MAN rear underride guards of different types. The respective variant is fitted by MAN depending upon the vehicle‘s application (see Table 18). The MAN underride guard on the TGL/TGM is designed such that it also performs the function of the rear cross member on vehicles not fitted with a trailer coupling (see also Fig. 34). Optionally the rear underride guard can be omitted and the chassis would in such cases be fitted with a rear cross member with or without a hole pattern for a trailer coupling (depending upon equipment fitted). Optionally, the rear underride guard may be omitted in which case the chassis is fitted with what is called a ‘non-returnable lighting bracket’ for delivery to the bodybuilder. In this case, the bodybuilder is responsible for fitting a rear underride guard (e.g. with type approval). MAN underride guards are approved in accordance with Directive 70/221/EEC or ECE-R 58. In this case, the bodybuilder is responsible for fitting a suitable rear underride guard that is approved in accordance with the regulations. For retrofitted rear underride guards, e.g. following shortening of the frame, the bodybuilder/modifier must ensure and verify that the regulations have been adhered to because the dimensions are dependent upon the superstructure and can only be determined once the vehicle including the superstructure has been fully completed. MAN underride guards are type-approved in accordance with Directive 70/221/EEC as last amended by 2006/20/EU. When a bodybuilder/modifier fits a MAN underride protection device it should be ensured that only MAN Verbus-Ripp bolts with shaft are used for making the bolted connection between the bracket and the frame and that these are tightened on the nut side to a torque in accordance with MAN Standard M3059 (140 Nm for M12x1.5 threads).

Fig. 34:    Dimensional specification for underride guard ESC-699



The following dimensions must be observed:
x   =   Vertical distance between the lower edge of the underride guard and the road surface for unladen vehicles, maximum permissible 550 mm.

y   =   maximum permissible horizontal distance between the rear edge of the underride guard and the rear edge of the superstructure.

Type-approved underride protection devices must never be modified (e.g. by making changes to weld seams, drill holes, brackets) because this will invalidate the certification/type approval!


4.11.2    FUP - front underride protection)

Motor vehicles used for the transport of goods that have at least four wheels and a maximum permissible mass of over 3.5 t must be fitted with front underride protection that is approved in accordance with Directive 2000/40/EC.

This shall not apply to: “Off-road vehicles and vehicles that are used for purposes incompatible with the provisions of front underrun protection.
All TGL 4x2, TGM 4x2 and TGM 6x2 vehicles are fitted with front underrun protection that complies with the requirements of Directive 2000/40/EC. For vehicles with a maximum permissible mass of < 7.5 t front underrun protection is optional because the front bumper is sufficient in these cases. Caution: If the weight is uprated front underrun protection must be retrofitted!

Do not modify these underride protection devices (e.g. by welding, drilling, modifying brackets) because this will invalidate the design approval!


4.11.3    Sideguards

Trucks, tractor units and their trailers with a permissible gross weight of > 3.5t must be fitted with sideguards (= SSV).

Exceptions applicable to the truck sector are as follows:

•    Vehicles that are not yet completed (chassis being delivered)
•    Tractor units (not semitrailers)
•    Vehicles built for special purposes that are incompatible with the fitting of sideguards.

In this connection, special vehicles mainly means vehicles with side tipper bodies having an inside length of < 7,500mm.
For MAN chassis, it is possible to obtain sideguards ex-works. If the body manufacturer is to fit sideguards to the chassis, then profile sections, profile supports and fitting components are available from MAN in a variety of designs. The company installing the sideguards is responsible for compliance with legal regulations (regulated by Directive 89/297/EEC and, in Germany by §32c StVZO (Road Traffic Licensing Regulations)). It is not permissible to attach brake, air or hydraulic pipes to the sideguards; there may be no sharp edges or burrs; the rounding-off radius for all parts cut to size by the bodybuilder must be at least 2.5mm; rounded bolts and rivets may project by a maximum of 10mm. If the vehicle is fitted with different tyres or different springs, the height of the guards must be checked and, if necessary, corrected.

No ex works sideguards available for the N16 N26 and N48 models. The bodybuilder must fit sideguards that comply with the above stated regulations.

If it is necessary for the body builder to modify the original MAN support for the sideguard profile then the relationship between the span “I” and projection “a” shall apply as illustrated in the following diagram (Fig. 36). If, according to expert opinion, the permitted dimensions are exceeded then the body builder must arrange for strength testing to be carried out. The illustrations are only intended to clarify the dimensions for which the MAN sideguard strength requirements are met.

Fig. 35:    Sideguards ESC-290



Fig. 36:    Graph for ascertaining the span and projection ESC-222




4.12    Modifications to engine systems


4.12.1    Modifications to the air intake and exhaust gas routing for engines up to and including EURO 5 and EEV EGR with On Board Diagnosis 2

In general modifications to the air intake and exhaust systems are to be avoided. Various factory options are available for the TGL/TGM (e.g., longitudinal silencer, raised air filter, etc.) and body builders should check to see if these can be used. Information on availability for the corresponding vehicle can be obtained from your closest MAN sales branch. If it is still not possible to avoid making modifications the following requirements must be met:

•    The flow of intake of air and the outflow of exhaust gases must not be inhibited in any way. The negative pressure in the intake branch and the backpressure
      in the exhaust system must not be allowed to vary.
•    When modifying the exhaust or intake system it must be ensured that all statutory regulations relevant to noise and emissions are fulfilled.

•    All regulations pertaining to the components in question issued by professional associations or similar bodies must also be fulfilled (e.g. surface temperature
      in the vicinity of handles/grips).

•    In the case of modified intake and exhaust systems MAN cannot guarantee compliance with these and other regulations. Responsibility for this remains with
     the company performing the modification. This also applies to regulations pertaining to on board diagnosis systems (OBD).

The following additional requirements also apply when modifying the exhaust system

•    When moving the exhaust silencer it should be ensured that the original MAN bracket is re-used.
•    The position of the temperature and NO_x sensors on the exhaust silencer must not be changed.
•    Conversion work or modifications to the exhaust gas routing from the exhaust manifold to the metal pipe (flexible tube between the frame and components fixed
     to the engine) are not permitted.
•    No blowing-out of products (e.g. bitumen) using exhaust gas pressure – risk of damage to the engine and exhaust aftertreatment system.
•    Do not modify the cross-section (shape or area) of pipes. The original type of material must be used for pipes.
•    Do not modify silencers (including the silencer housing), this will invalidate the type approval.
•    The design of mountings and supports and the basic installation position of components must be retained.
•    When bending components, the bending radius must be at least double the diameter of the pipe.
     The formation of wrinkles is not permissible.
•    Only continuous bends are permitted, i.e. no mitre cuts.
•    MAN can provide no information about changes in fuel consumption or noise characteristics; in some circumstances, a new noise emission approval
     will be required. If the noise limits are exceeded the type approval will become invalid!
•    Neither can MAN provide information on compliance with statutory exhaust emission limits. It may be necessary to carry out an exhaust emission test.
     If the exhaust emission limits are exceeded the type approval will become invalid!
•    The function of the OBD relevant components may not be impaired. Should OBD relevant components be manipulated the type approval will become invalid!
•    The connection of the pressure sensor tube on the silencer must always face the top, the following steel pipe must be installed so that it rises continuously
     to connect with the sensor and it must have a minimum length of 300 mm and a maximum length of 400 mm (including the flexible section). The measurement line
     must be fabricated of M01-942-X6CrNiTi1810-K3-8x1 D4-T3.
•    The general installation position of the pressure sensor must be retained (connection at bottom).
•    Heat-sensitive components (e.g. pipes, spare wheels) must be fitted at least > 200 mm away from hot sections of the exhaust; if heatshields are fitted,
     this clearance may be reduced to ≥ 100 mm.
•    If modifications are made to the exhaust system and the exhaust gas routing then care must be taken to ensure that the exhaust gas stream is not directed at
     any part of the vehicle and that the direction of the exhaust outlet points away from the vehicle. (Observe the relevant national regulations, in Germany this
     is the StVZO).

The following additional points apply to air intakes:

•    Never change the shape or area of pipework cross-sections.
•    Do not modify air filters.
•    The installation position of the humidity sensor in the air filter must not be changed.
•    The design of mountings and supports and the basic installation position of components must not be changed.
     Components that have an effect on the vehicles acoustics (e.g. the jet in the fresh air intake pipe) may not be modified.
     If the noise limits are exceeded the type approval will become invalid!
•    The air intake must be protected against ingesting warmed air (e.g. engine heat from the wheel arches or in the vicinity of
     the exhaust silencer). A suitable position for the air intake must be chosen such that the intake air is not warmed by more
     than 5°C (difference between the ambient air temperature and the temperature at the turbocharger inlet). If the intake air
     temperature is too high there is a risk that the exhaust emission limits will be exceeded. If the exhaust emission limits are
     exceeded the type approval will become invalid!
•    In order to avoid the ingestion of burning cigarette ends or similar a so-called cigarette mesh must be fitted directly over
     the air intake in the same fashion as the mesh installed on production vehicles (non-flammable material, mesh size SW6,
     area of the open cross-section at least that of the intake air scoop on the air filter). There is a risk of vehicle fire if this
     requirement is not observed! MAN can provide no information on the effectiveness of the measure used, responsibility
     lies with the company performing the modification.
•    The air intake must be positioned such that there is a low level of dust and spray ingestion.
•    Sufficient drainage and unobstructed dust discharge from the filter housing and the unfiltered side must be ensured.
•    Pipework on the filtered-air side must be selected to ensure that it is absolutely sealed from the unfiltered side.
     The inside of the air intake pipes must be smooth – no particles or similar may come loose from the sides. It is imperative that
     the air intake pipe cannot slip out at the sealed joints. Suitable brackets must therefore be fitted.
•    The vacuum sensor should be positioned in a straight section of the pipe at the shortest possible distance from
     the turbocharger. It is the responsibility of the company carrying out the modification to ensure the sensor reads correctly.
     Caution: Risk of engine damage if the sensor under reads!
•    All intake trunking must be capable of resisting vacuum pressures of 100 mbar and temperatures of at least 80°C (peaks of 100°C). Flexible tubing (e.g. hoses)
      is not permitted.
•    Sharp bends in the pipework should be avoided, mitre cuts are not permitted.
•    The service life of the air filter may be shortened when modifications are made to the air intake system.


4.12.2    Engine cooling

The cooling system (radiator, grille, air ducts, coolant circuit) may not be modified.
Exceptions only with the approval of the ESC department at MAN (for address see “Publisher” above).
Modifications to the radiator that reduce the cooling surface cannot be approved.
When operating primarily under stationary conditions or in areas with severe climates, a more powerful radiator may possibly be required. The nearest MAN sales centre can provide information on delivery options for the respective vehicle; for retrofit installation, contact the nearest MAN service centre or MAN authorised workshop.

4.12.3    Engine encapsulation, noise insulation

Work on and modifications to factory-fitted engine encapsulation are not permitted. If vehicles are defined as „low-noise“, they will lose this status if retrofit work has been carried out on them. The company that has carried out the modification will then be responsible for re-obtaining the previous status.


4.13    Fitting other manual gearboxes, automatic transmissions and transfer boxes

Fitting manual or automatic transmissions that have not been documented by MAN is not possible because there is no interface to the CAN powertrain.
If non-documented manual or automatic transmissions are fitted malfunctions may occur in safety-relevant electronic systems. Fitting third-party transfer boxes (e.g. for use as power take-offs) disturbs the powertrain electronics. On vehicles fitted with mechanical manual transmissions it may, under certain circumstances, be possible to adapt the system by parameterisation. Therefore consult the ESC department (for address see “Publisher” above) before any work is commenced.
It is not permitted to install these units to vehicles fitted with MAN TipMatic / ZF ASTRONIC (ZF6AS…ZF12AS
transmissions designation).





5.    Bodies


5.1    General

For identification purposes, each body must be fitted with a model plate that must contain the following data as a minimum:

•    Full name of body manufacturer
•    Serial number

The data must be marked permanently on the model plate.
Applicable standards regarding the securing of loads on commercial vehicles, in Europe EN 12640 (lashing points), 12641 (tarpaulins) and 12642 (body structure) are to be observed, if requested compliance with these standards must be ensured, e.g. by adding a relevant clause to the purchase contract. Bodies have a significant influence on the vehicle’s handling characteristics and drag, and consequently also on fuel consumption. Bodies must therefore not unnecessarily increase drag or negatively affect the vehicle’s handling characteristics. The unavoidable bending and twisting of the frame should not cause any undesirable characteristics in either the body or the vehicle. The body and chassis must be able to absorb such forces safely. The approximate value for permissible bending can be calculated as follows:

Formula 10:    Approximate value for permissible bending

                                Σⁱ₁ l_i + l_ü
                     f    =    ------------
                                   200

Where:

                      f    =     Maximum bending in [mm]
                      i    =      Wheelbases,    Σ l_i = sum of the wheelbases in [mm]
                      l_ü    =    Frame overhang in [mm]

The body should transfer as few vibrations as possible to the chassis.
We assume that bodybuilders should at the very least be able to determine approximate ratings for the subframe and assembly.
It is also expected that suitable measures are taken to prevent vehicle overloading.
The unavoidable tolerances and hystereses arising in vehicle design must also be taken into consideration.

These include, for example:

•    the tyres
•    the springs (including hysteresis in air suspension systems)
•    the frame.

When the vehicle is in operation, other dimensional changes will occur.
These include:

•    settling of the springs
•    tyre deformation
•    body deformation.

The frame must not be deformed before or during installation. Before positioning the vehicle for installation, it should be driven backwards and forwards a few times to release any trapped stresses. This applies particularly to vehicles fitted with a tandem axle unit due to the axle stiffness that occurs when cornering.
The vehicle should be placed on a level surface to install the body. Frame height differences on the left/right of ≤ 1.5% of the ground-to-frame upper edge distance are within the limits of the hysteresis and settling effects outlined above. The body must be able to sustain such differences which should not be compensated by frame alignment, spring inserts or by adjusting the air suspension level because these will inevitably change during operation. Variations > 1.5% must be notified, before any repairs are carried out, to the MAN customer services department which will decide which measures are to be taken by the bodybuilder and/or the MAN service centre. Accessibility, clearances: Access to the filler necks for fuel and other operating fluids must be ensured as must access to all other frame components (e.g. spare wheel lift, battery box). The freedom of movement of moving parts in relation to the body must not be adversely affected.

To ensure minimum clearances the following should be taken into account:

•    Maximum compression of the springs
•    Dynamic compression during the journey
•    Compression when starting off or braking
•    Side tilt when cornering
•    Operation with anti-skid chains
•    Limp-home mode characteristics, for example damage to an air spring bellows during a journey and the resulting side tilt.

Despite wheel guards it is still possible for dirt, stones, sand etc., to be thrown up against the body, particularly during "off-road" use. Body structures must therefore be suitably protected (e.g. by fitting protective grilles or applying a resistant coating).

5.1.1   Affixing the hazardous goods marker board to the front panel

Applicable to TGL/TGM Facelift models from 3/2009.
In order to avoid damage to the front flap through affixing the hazardous goods marker board the board should be fitted in accordance with
the Service Information „ SI Number: 288606 – Hazardous Goods Marker Board“. This is available from MAN specialist workshops.

Fig. 37:   Correct position of the hazardous goods marker board on the front panel ESC-485




5.2   Corrosion protection

Surface and corrosion protection affects the service life and appearance of the product. In general, the quality of the coatings on body components should be equal to that of the chassis. To ensure this requirement is met, the MAN Works Standard M 3297 „Corrosion protection and coating systems for non-MAN bodies“ is binding for bodies that are ordered by MAN. If the customer commissions the body, this standard becomes a recommendation only. Should the standard not be observed, MAN provides no guarantee for any consequences. Series production MAN chassis are coated with environmentally friendly, water-based 2-component chassis top-coat paints at approx. 80°C. To guarantee uniform coating, the following coating structure is required for all metal component assemblies on the body and subframe:

•    Bare metal or blasted component surface (SA 2.5)
•    Primer coat: 2-component epoxy primer, approved in accordance with MAN works standard M 3162-C or, if possible cathodic dip painting to MAN works
     standard M 3078-2, with zinc phosphate pre-treatment
•    Top coat: 2-component top-coat paint to MAN works standard M 3094, preferably water-based; if there are no facilities for this, then solvent-based paint is
     also permitted (www.normen.man-nutzfahrzeuge.de, registration required).

Instead of priming and painting the vehicle with a top coat, the substructure of the body (e.g. longitudinal and cross-members, corner plates) may also be galvanised with a layer thickness >= 80μm. See the relevant paint manufacturer’s data sheets for information on tolerances for drying and curing times and temperatures. When selecting and combining materials the compatibility of the different metals (e.g. aluminium and steel) must be taken into consideration as must the effects of the ‘electrochemical series’ (cause of contact corrosion).

After all work on the chassis has been completed:

•    Remove any drilling swarf
•    Remove burrs from the edges
•    Apply wax preservative to any cavities.

Mechanical connections (e.g. bolts, nuts, washers, pins) that have not been painted over must be given optimum corrosion protection.

To prevent salt corrosion whilst the vehicle is stationary during the body-building phase all chassis must be washed with clean water to remove any salt residues as soon as they arrive at the body manufacturer.


5.3    Subframes


5.3.1    General

Should a subframe be required it must be of a continuous design, it may not be interrupted or bent out to the side (exceptions e.g. for some types of tipper, require approval). No moving parts may be restricted in their freedom of movement by the subframe structure.

The following vehicles require a subframe:

•    TGL: all Types N01 – N05; N11 – N15; N61 (for type numbers see also Chapter 2.2, Table 6)
•    TGM: Type number N16; N34; N36; N38; N63 (for type numbers see also Chapter 2.2, Table 7)

Exceptions concerning self-supporting bodies without subframes are permissible provided ESC agrees in writing (Address see above under “Publisher”), also see Chapter 5.4.5. Subframe longitudinal members must have a geometrical moment of inertia of ≥ 100 cm⁴.
Sections that comply with this requirement are, for example:

•    U 90/50/6
•    U 95/50/5
•    U 100/50/5
•    U 100/55/4
•    U 100/60/4
•    U 110/50/4.


5.3.2    Permissible materials, yield points

The yield point, also called elongation limit or σ_0,2 limit, must not be exceeded under any driving or load conditions.
The safety coefficients must be taken into account. See table 19 for the yield points for different subframe materials.

Table 19:     Subframe materials (examples), standard designations and yield points

Material number	Material designation – old	Old standard	σ0,2 N/mm2	σB N/mm2	Material designation – new	New standard	Suitability for use in TGL subframe
1.0037	St37-2	DIN 17100	≥ 235	340-470	S235JR	DIN EN 10025	Not for point loads
1.0971	QStE260N	SEW 092	≥ 260	370-490	S260NC	DIN EN 10149-3	Not for point loads
1.0974	QStE340TM	SEW 092	≥ 340	420-540	Withdrawn
1.0570	St52-3	DIN 17100	≥ 355	490-630	S355J2G3	DIN EN 10025	Well suited
1.0976			≥ 355	430-550	S355MC	DIN EN 10149-2	Well suited
1.0978	QStE380TM	SEW 092	≥ 380	450-590	Withdrawn	DIN EN 10149-2	Well suited
1.0980	QStE420TM	SEW 092	≥ 420	480-620	S420MC	DIN EN 10149-2	Well suited

5.3.3    Subframe design

The external width of the subframe must be the same as that of the chassis frame. The longitudinal members of the subframe must lie flat on the upper flange of the frame longitudinal member. As far as possible the subframe should be designed to be flexible. The usual chamfered u-profiles used in vehicle construction are the best in terms of complying with the requirement for torsional flexibility. Rolled sections are not suitable.
If a subframe is closed at various points to form a box, the transition from the box to the u-profile must be gradual. The length over which the transition from the closed to the open section occurs must be at least triple the width of the subframe (see Fig. 38).


Fig. 38:    Transition from box to u-profile ESC-043



Where possible arrange the subframe cross member above the position of the frame cross member. When fitting the subframe the main frame connections must not be detached. The subframe longitudinal member must reach as far forward as possible – at least beyond the rearmost front spring hanger (see Fig. 39).

Fig. 39:    Distance of subframe from the middle of the 1^st axle ESC-697



On the ‘L’ (=F99L/R32S) and ‘LX’ (=F99L/R37S) cabs, the air intake is located above the left-hand longitudinal frame member.
The location of the air intake allows space for the subframe to extend as far as the rearmost front spring hanger as shown in Fig. 40.

Fig. 40:    Space for the subframe beneath the air intake on the L and LX cabs ESC-698



If one or more power take-offs are fitted to the gearbox ex-works then the first frame cross member after the gearbox is adjustable in height. In position on production vehicles the cross member, including bolt head, protrudes above the frame upper edge by 70 mm. See also Chapter 7, “Power take-offs”, and/or the separate “Power take-offs”, booklet. In order to comply with the required dimensions the subframe must follow the contours of the frame.
It may be tapered or recessed at the front (see Figs 41 to 44 for examples).

Fig. 41:   Subframe taper at front ESC-030                         Fig.42:   Subframe recess at front ESC-031

Fig.43:   Subframe - adapting by widening ESC-098          Fig. 44:   Subframe - adapting by tapering ESC-099




5.3.4    Attaching subframes and bodies

Load transmission from the superstructure to the subframe – in particular the attachment of the superstructure to the vehicle frame – and the corresponding connections – are the responsibility of the body manufacturer. Subframes and chassis frames are to be connected using either a flexible or a rigid connection. Depending on the particular situation, it may be necessary to use both types of subframe to vehicle attachment at the same time (this is then referred to as semi-rigid where the length and area of the rigid connection are stated). The mounting brackets provided by MAN are intended for the flexible installation of loading platforms and box bodies. This does not mean that they are unsuitable for other add-ons and bodies. However, a check must be made to see whether they are strong enough when equipment and machines requiring drives, lifting equipment, tanker bodies etc. are installed. Wooden or flexible shims between the frame and the subframe or the frame and the body are not permitted (see Fig. 45). Reasoned exceptions are possible, however approval must be issued by the ESC department (for address see „Publisher“ above).

Fig. 45:    Flexible shims ESC-026




5.3.5    Screw connections and riveted joints

Screw connections with a minimum strength class of 10.9 and mechanical locking device are permitted, for screw connections see Chapter 4.3 in this booklet.
It is also possible to use high-strength rivets (e.g. Huck^®-BOM, blind fasteners) – manufacturers’ installation instructions must be followed. The riveted joint must be at least equivalent to the screw connection in terms of design and strength. In principle – although never tested by MAN – it is also possible to use flange bolts. MAN draws your attention to the fact that such flange bolts place considerable requirements on installation accuracy because they have no locking device as such.
This applies particularly when the grip length is short.

5.3.6    Flexible connection

Flexible connections are non-positive/frictional connections. Relative movement between frame and subframe is possible to a limited degree. All bodies or subframes that are bolted to the vehicle frame by means of mounting brackets are flexible connections. Even when shear plates are used, these connecting pieces should be regarded as flexible if they do not comply with the requirements of a rigid connection (see Chapter 5.3.7). In the case of flexible connections the mounting points located on the chassis must be used first. If these are not sufficient or cannot be used for design reasons, then additional mountings are to be located at suitable points. All TGL- and TGM-frames have a 50 mm hole pattern with Ø13 drillings allowing standard holes to be used. If additional frame holes are required observe the requirements set out in Chapter 4.3. The number of mountings should be selected to ensure that the distance between the mounting point centres does
not exceed 1,200 mm (see Fig. 46).


Fig. 46:    Distance between subframe mountings ESC-600



If MAN mounting brackets are supplied, either fitted to the vehicle or as loose components, the bodybuilder is still under obligation to check whether their number and location (existing holes in frame) is correct and adequate for the particular body installation.
The mounting brackets on MAN vehicles have oblong holes that run in the longitudinal direction of the vehicle (see Fig. 47).
They compensate for any tolerances and – for flexible connections – permit the unavoidable longitudinal movement between the frame and the subframe or between the frame and the body. To balance out the width clearances, the subframe mounting brackets may also have oblong holes and these must be arranged at right angles to the longitudinal direction of the vehicle.

Fig. 47:    Mounting brackets with oblong holes ESC-038



The mounting brackets on the frame are flush with the frame upper edge (allowable tolerance of 1 mm). Any gaps between the mounting brackets may compensated for by inserting steel shims of appropriate thickness (see Fig. 48). Avoid inserting more than four shims at any one mounting point.

Fig. 48:    Shims between mounting brackets ESC-628



The bolt connection of the first mounting bracket on the left and right is subject to high vertical loading. Use long bolts e.g. with spacer sleeves (≥ 25 mm) on the front subframe mountings (see Fig. 54) to allow more room for expansion for front-mounted, flexibly-mounted subframes (this does not apply to three-point mountings or diamond-shaped mountings – see Fig. 49, Chapter 5.4.2.).

The outside diameter of the spacer sleeves should be the same as the width across the bolt head (across corners).

Fig. 49:   Increasing elasticity by using longer bolts and spacer sleeves ESC-635



For other types of flexible mounting (e.g. shackle mountings) see Figs. 50 and 51.

Fig. 50:    Long bolts and cup springs ESC-101



Fig. 51:    Shackle mounting ESC-123




5.3.7    Rigid connection

With rigid connections relative movement between the frame and subframe is no longer possible, the subframe follows all the movements of the frame. If the connection is rigid the frame and the subframe profile in the vicinity of the rigid connection are regarded as one single section for calculation purposes. Mounting brackets supplied ex-works and other connections that are non-positive/frictional are not considered to be rigid connections. Only positive-locking connecting elements are rigid. Positive-locking connecting elements are rivets or bolts. However, bolts are only classed as rigid connectors if a hole tolerance of ≤ 0.2 mm is maintained. If rigid connections are to be made using solid-shank bolts then the bolt’s thread may not come into contact with the bolt hole walls (see Fig. 52). The minimum grade for bolts is 10.9. Due to the short grip lengths that are normally required, use may be made of spacer sleeves.

Fig. 52:    Contact of the bolt thread with the hole wall ESC-029



Fig. 53:    Fitting shear plates ESC-037, ESC-019



Single piece shear plates may be fitted to each side of the frame. Individual shear plates are preferred however.
The thickness of the shear plate must be the same as the thickness of the frame web; a tolerance of +1 mm is permitted.
In order that the frame’s ability to twist is affected as little as possible the shear plates are to be located only where absolutely necessary. The beginning, end and the required length of a rigid connection can be determined by calculation. The connection should be designed based on the calculation. Flexible mountings may be selected for the other mounting points outside the defined rigid area.


5.4    Bodies


5.4.1    Testing of bodies

Testing of bodies and subsequent approval in writing by the ESC Department at MAN (for address see “Publisher” above) is required when deviations have been made from this Guide to Fitting Bodies and the deviation has been made for valid technical reasons. For the calculations, two copies of body documentation that must be suitable for inspection are required.

This documentation must contain the following information in addition to a drawing of the body:

→       Identification of the deviations from the Guide to Fitting Bodies in all documentation!
     •    Loads and their load application points:
          -    Loads applied by the body
          -    Axle load calculation
     •    Special conditions of use:
     •    Subframe:
          -    Material and cross-sectional data
          -    Dimensions
          -    Type of section
          -    Arrangement of cross members in the subframe
          -    Special features of the subframe design
          -    Cross-section modifications
          -    Additional reinforcements
          -    Upsweeps, etc.
     •    Means of connectionl:
          -    Positioning (in relation to the chassis)
          -    Type
          -    Size
          -    Number.

Photos, 3D pictures and perspective drawings may be used for purposes of clarity but they may not replace the binding documentation set out above.


5.4.2    Platform and box bodies

To ensure even load distribution on the chassis a subframe is normally used. Consideration should be given to wheel clearances as early as during the body design stage – including the lowered position/chassis position at full suspension compression. Additional clearance requirements for items such as anti-skid chains, vehicle body roll, degree of axle articulation must also be taken into account. Hinged vehicle sides may not contact the road surface even when the vehicle is in the lowered position or the chassis position is at full suspension compression. Closed bodies in particular, such as box bodies, are designed to be relatively torsionally stiff with respect to the chassis frame. So that the desired twisting of the frame is not hindered by the body, the body fixtures should be flexible at the front.
For an example, see Chapter 5.3.6., ‘Flexible connection’ (see also Fig. 49).

This is not sufficient for off-road vehicles. For this application, we recommend a front body mount with a three-point or diamond-shaped mounting (see Fig. 54 for mounting principle).

Fig. 54:    Mounting options for torsionally rigid bodies compared with flexible chassis with three-point and diamond-shaped mountings ESC-158







5.4.3    Tail-lifts

Before installing a tail-lift (also called lifting platforms, loading platforms, liftgates), its compatibility with the vehicle design, the chassis and the body must be checked.

The installation of a tail-lift affects:

•    Weight distribution
•    Body length and overall vehicle length
•    Bending of the frame
•    Subframe bending
•    Type of connection between frame and subframe, and
•    the on-board electrical system (battery, alternator, wiring).

The body manufacturer must:

•    Carry out an axle load calculation
•    Observe the stipulated minimum front axle load of 30% for the TGL and 25% for the TGM - see also the ‘General’ Chapter, 3.2 ‘Minimum front axle load’, table 12
•    Avoid overloading the rear axles
•    If necessary shorten the body length and rear overhang or extend the wheelbase
•    Check stability
•    Design the subframe and the connections to the frame (flexible, rigid) – see the following section “Subframe specification” in this Chapter
•    Provide batteries and alternator of sufficient capacity (batteries ≥ 140 Ah and 170 Ah for additional charging of trailer batteries, alternator ≥ 80 A).
     These can be provided ex-works as optional equipment.
•    Install an electrical interface for the tail-lift (available ex-works as optional equipment;
     for wiring diagrams and pin assignment see the section ‘Electrical connections’ in this Chapter).
•    Observe statutory regulations, e.g.:
     -    EC Machinery Directive (consolidated version of Directive 89/392/EEC: 98/37/EC)
     -    Accident prevention regulations
     -    Fit an underride guard in accordance with EC Directive 70/221/EEC or ECE R 58
•    Fit an end cross member if one is not already installed on the chassis (only if a tail-lift preparation is not fitted) and the bodybuilder’s underride guard cannot
     also assume the function of an end cross member (see also Chapter 4.5.2.)
•    Fit approved lighting installations in accordance with 76/756/EEC (in Germany, additional yellow indicator lights and retroreflective red-white warning markers
     are also required when operating the tail-lift, in accordance with §53b, Paragraph 5, StVZO for lifting platforms).

Defining the sub-frame and connection to frame

The sub-frame tables are applicable subject to the following:

•    The stipulated minimum front axle load of 30% or 25% for the TGM is observed
•    No design overload of the rear axle(s)
•    In addition to the vertical loads exerted on the tail-lift, the minimum front axle load and maximum rear axle load of the towing vehicle must be added during testing
•    The stipulated overhang limits in respect of the maximum overhang length are observed.
•    The lifting axle must be lowered on vehicles fitted with lifting axles when the tail-lift is in operation.
•    The values in the tables are the benchmark values for which, due to strength/deformation reasons, no outriggers are required.

Outriggers are only required if:

•    The tail-lift loading capacity limits given in the tables is exceeded
•    Outriggers are required for stability reasons

If outriggers – although not required – are fitted, this does not affect the size of the extended sub-frame.It is not permitted to raise the vehicle on the outriggers, as this could damage the frame.The tables are sorted in ascending order according to tonnage class, variant description, suspension type and wheelbase, where the vehicle designation (e.g. TGL 8.xxx 4x2 BB) is to be regarded as an aid to orientation. The 3-digit type numbers which appear at the 2nd and 4th positions of the basic vehicle number and at the 4th and 6th positions of the vehicle identification number are binding (for explanation, see the Chapter 2.2). The overhang – always related to the wheel centre of the last axle – includes both the frame overhang of the standard production chassis and the overall maximum vehicle overhang
(including body and tail-lift, see Fig. 55), which must not be exceeded when the tail-lift has been fitted. If the specified maximum vehicle overhang is insufficient, the subframe data in the following lines for which the ≤- condition is satisfied applies (apart from the start of the rigid connection, which relates only to the wheelbase).

The subframes in the tables are examples. For instance U120/60/6 is a U section open to the inside with an outer height of 120 mm, top and bottom 60 mm
wide and 6 mm thick over the entire cross section. Other steel sections are acceptable if they have at least equivalent values in respect of the moment
of inertia Ix, moments of resistance W_x1 W_x2 and yield point σ_0,2 .


Table 20:    Technical data for sub-frame profile

Profile	Height	Width	Thickness	Ix	Wx1, Wx2	σ0,2	σB	Mass
U100/50/5	100 mm	50 mm	5 mm	136 cm4	27 cm3	355 N/mm2	520 N/mm2	7,2 kg/m
U100/60/6	100 mm	60 mm	6 mm	182 cm4	36 cm3	355 N/mm2	520 N/mm2	9,4 kg/m
U120/60/6	120 mm	60 mm	6 mm	281 cm4	47 cm3	355 N/mm2	520 N/mm2	10,4 kg/m
U140/60/6	140 mm	60 mm	6 mm	406 cm4	58 cm3	355 N/mm2	520 N/mm2	11,3 kg/m
U160/60/6	16 0mm	60 mm	6 mm	561 cm4	70 m3	355 N/mm2	520 N/mm2	12,3 kg/m
U160/70/7	160 mm	70 mm	7 mm	716 cm4	90 cm3	355 N/mm2	520 N/mm2	15,3 kg/m
U180/70/7	180 mm	70 mm	7 mm	951 cm4	106 cm3	355 N/mm2	520 N/mm2	16,3 kg/m

If a flexible connection of the sub-frame proves adequate it is identified with a “w”, for a semi-rigid body (identified with an “s”) the number of screw connections, the weld seam length – in each case per frame side – and the start of the rigid connection from the centre of axle 1 are stated (see fig. 55). For the rigid and/or semi-rigid connection the conditions listed under Chapter 5.3.7. ‘Rigid connection’ apply. In addition to the connecting elements listed in tables 21-31 the installation guidelines of the tail-lift manufacturer must also be observed when attaching the tail-lift attachment plates.


Fig. 55:    Tail-lift installation: overhang dimension, dimensions with partially rigid connection ESC-733



Table 21:    N01 subframes and mounting method for tail-lift

TGL 7.xxx 4x2 BB                                                                                                                                                      Connection type: w = flexible s = rigid

N01      7.xxx 4x2 BB (leaf-leaf))
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 12+0,2	Length of welded seam
3.300	1.775	≤ 1.950	35	≤ 20,0	U 100/50/5	w
3.900	2.125	≤ 2.300	35	≤ 15,0	U 100/50/5	w
				20,0	U 140/60/6	w
					U 100/50/5	s	20	700	2.250
4.200	2.325	≤ 2.500	35	≤ 10,0	U 100/50/5	w
				15,0	U 140/60/6	w
					U 100/50/5	s	16	550	2.400
				20,0	U 160/70/7	w
					U 100/50/5	s	20	700	2.400
4.500	2.475	≤ 2.700	36	≤ 10,0	U 100/50/5	w
				15,0	U 140/60/6	w
					U 100/50/5	s	20	550	2.600
				20,0	U 180/70/7	w
					U 100/50/5	s	24	650	2.600
4.850	2.475	≤ 2.900	36	≤ 7,5	U 120/60/6	w
					U 100/50/5	s	12	400	2.800
				10,0	U 160/60/6	w
					U 100/50/5	s	14	450	2.800
				15,0	U 100/50/5	s	18	650	2.800
				20,0	U 100/50/5	s	22	800	2.800

Dimensions in mm, loads in kN

Table 22:    N11 subframes and mounting method for tail-lift

TGL 7.xxx 4x2 BL                                                                                                                                                        Connection type: w = flexible s = rigid

N11     7.xxx 4x2 BL (leaf-air)
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 12+0,2	Length of welded seam
3.300	1.775	≤ 1.950	35	≤ 15,0	U 100/50/5	w
				20,0	U 140/60/6	w
					U 100/50/5	s	18	650	1.900
3.900	2.125	≤ 2.300	35	≤ 10,0	U 100/50/5	w
				15,0	U 160/60/6	w
					U 100/50/5	s	14	500	2.250
				20,0	U 100/50/5	s	18	650	2.250
4.200	2.325	≤ 2.500	35	≤ 7,5	U 100/50/5	w
				10,0	U 140/60/6	w
					U 100/50/5	s	12	400	2.400
				15,0	U 100/50/5	s	14	550	2.400
				20,0	U 100/50/5	s	18	650	2.400
4.500	2.475	≤ 2.700	36	≤ 7,5	U 100/50/5	w
				10,0	U 140/60/6	w
					U 100/50/5	s	14	400	2.600
				15,0	U 180/70/7	w
					U 100/50/5	s	20	550	2.600
				20.0	U 100/50/5	s	14	400	2.600
4.850	2.475	≤ 2.900	36	≤ 7,5	U 160/60/6	w
					U 100/50/5	s	10	400	2.800
				10,0	U 100/50/5	s	12	450	2.800
				15,0	U 100/50/5	s	16	600	2.800
				20,0	U 120/60/6	s	20	600	2.800

Dimensions in mm, loads in kN

Table 23:    N02, N03 subframes and mounting method for tail-lift

TGL 8.xxx 4x2 BB                                                                                                                                                       Connection type: w = flexible s = rigid

N02      8.xxx 4x2 BB (leaf-leaf) N03
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 12+0,2	Length of welded seam
≤ 3.600	1.525 - 1.925	≤ 2.150	36	≤ 20,0	U 100/50/5	w
3.900	2.125	≤ 2.300	36	≤ 15,0	U 100/50/5	w
				20,0	U 100/60/6	w
					U 100/50/5	s	16	600	2.250
4.200	2.325	≤ 2.500	36	≤ 10,0	U 100/50/5	w
				15,0	U 100/60/6	w
					U 100/50/5	s	14	500	2.400
				20,0	U 160/60/6	w
					U 100/50/5	s	18	650	2.400
4.500	2.475	≤ 2.700	36	≤ 10,0	U 100/50/5	w
				15,0	U 140/60/6	w
					U 100/50/5	s	14	550	2.600
				20,0	U 180/70/7	w
					U 100/50/5	s	18	700	2.600
4.850	2.675	≤ 2.900	36	≤ 7,5	U 100/50/5	w
				10,0	U 120/60/6	w
					U 100/50/5	s	12	450	2.800
				15,0	U 180/70/7	w
					U 100/50/5	s	16	550	2.800
				20,0	U 100/50/5	s	20	700	2.800
5.200	2.875	≤ 3.100	36	≤ 7,5	U 120/60/6	w
					U 100/50/5	s	10	350	3.000
				10,0	U 160/60/6	w
					U 100/50/5	s	12	450	3.000
				15,0	U 100/50/5	s	16	600	3.000
				20,0	U 100/50/5	s	20	750	3.000

Dimensions in mm, loads in kN

Table 24:    N12, N13 subframes and mounting method for tail-lift

TGL 8.xxx 4x2 BL                                                                                                                                                       Connection type: w = flexible s = rigid

N12     8.xxx 4x2 BL (leaf-air) N13
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 12+0,2	Length of welded seam
≤ 3.600	1.525 – 1.775	≤ 2.150	36	≤ 20,0	U 100/50/5	w
3.900	2.125	≤ 2.300	36	≤ 15,0	U 100/50/5	w
				20,0	U 100/60/6	w
					U 100/50/5	s	16	600	2.250
4.200	2.325	≤ 2.500	36	≤ 10,0	U 100/50/5	w
				15,0	U 100/60/6	w
					U 100/50/5	s	14	500	2.400
				20.0	U 160/60/6	w
					U 100/50/5	s	18	650	2.400
4.500	2.475	≤ 2.700	36	≤ 10,0	U 100/50/5	w
				15,0	U 140/60/6	w
					U 100/50/5	s	14	550	2.600
				20,0	U 180/70/7	w
					U 100/50/5	s	18	700	2.600
4.850	2.675	≤ 2.900	36	≤ 7,5	U 100/50/5	w
				10,0	U 120/60/6	w
					U 100/50/5	s	12	450	2.800
				15,0	U 180/70/7	w
					U 100/50/5	s	16	550	2.800
				20,0	U 120/60/6	s	20	700	2.800
5.200	2.875	≤ 3.100	36	≤ 7,5	U 120/60/6	w
					U 100/50/5	s	10
				10,0	U 160/60/6	w
					U 100/50/5	s	12	450	3.000
				15,0	U 100/50/5	s	16	600	3.000
				20,0	U 120/60/6	s	22	750	3.000

Dimensions in mm, loads in kN

Table 25:    N04, N05 subframes and mounting method for tail-lift

TGL 10.xxx 4x2 BB      TGL 12.xxx 4x2 BB                                                                                                               Connection type: w = flexible s = rigid

N04     10.xxx 4x2 BB (leaf-leaf), 12.xxx 4x2 BB (leaf-leaf) N05
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 12+0,2	Length of welded seam
≤ 3.300	1.525 - 1.775	≤ 1.950	5	≤ 30,0	U 100/50/5	w
3.600	1.925	≤ 2.150	5	≤ 20,0	U 100/50/5	w
				30,0	U 120/60/6	w
					U 100/50/5	s	24	900	2.100
3.900	2.125	≤ 2.300	5	≤ 20,0	U 100/50/5	w
				30,0	U 160/60/6	w
					U 100/50/5	s	24	900	2.250
4.200	2.325	≤ 2.500	5	≤ 15,0	U 100/50/5	w
				20,0	U 140/60/6	w
					U 100/50/5	s	18	650	2.400
				30,0	U 180/70/7	w
					U 100/50/5	s	24	900	2.400
4.500	2.475	≤ 2.700	5	≤ 10,0	U 100/50/5	w
				15,0	U 140/60/6	w
					U 100/50/5	s	16	600	2.600
				20,0	U 160/70/7	w
					U 100/50/5	s	20	700	2.600
				30,0	U 120/60/6	s	26	950	2.600
4.850	2.675	≤ 2.900	5	≤ 7,5	U 100/50/5	w
				10,0	U 120/60/6	w
					U 100/50/5	s	14	500	2.800
				15,0	U 160/70/7	w
					U 100/50/5	s	16	600	2.800
				20,0	U 100/50/5	s	20	750	2.800
				30,0	U 120/60/6	s	28	950	2.800
5.200	2.875	≤ 3.100	5	≤ 7,5	U 120/60/6	w
					U 100/50/5	s	12	450	3.000
				10,0	U 160/60/6	w
					U 100/50/5	s	14	500	3.000
				15,0	U 100/50/5	s	18	650	3.000
				20,0	U 100/50/5	s	20	750	3.000
				30,0	U 120/60/6	s	30	900	3.000

Dimensions in mm, loads in kN

Table 26:     N14, N15 subframes and mounting method for tail-lift

TGL 10.xxx 4x2 BL    TGL 12.xxx 4x2 BL                                                                                                                 Connection type: w = flexible s = rigid

N14     10.xxx 4x2 BL (leaf-air), 12.xxx 4x2 BL (leaf-air) N15
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 12+0,2	Length of welded seam
≤ 3.300	1.525 - 1.775	≤ 1.950	5	≤ 20,0	U 100/50/5	w
				30,0	U 160/60/6	w
					U 100/50/5	s	22	800	1.750
3.600	1.925	≤ 2.150	5	≤ 15,0	U 100/50/5	w
				20,0	U 140/60/6	w
					U 100/50/5	s	16	600	2.100
				30,0	U 180/70/7	w
					U 100/50/5	s	22	800	2.100
3.900	2.125	≤ 2.300	5	≤ 10,0	U 100/50/5	w
				15,0	U 100/60/6	w
					U 100/50/5	s	14	500	2.250
				20,0	U 160/60/6	w
					U 100/50/5	s	16	600	2.250
				30,0	U 100/50/5	s	22	850	2.250
4.200	2.325	≤ 2.500	5	≤ 10,0	U 100/50/5	w
				15,0	U 160/60/6	w
					U 100/50/5	s	14	550	2.400
				20,0	U 180/70/7	w
					U 100/50/5	s	18	650	2.400
				30,0	U 100/50/5	s	24	900	2.400
4.500	2.475	≤ 2.700	5	≤ 7,5	U 100/60/6	w
					U 100/50/5	s	12	400	2.600
				10,0	U 140/60/6	w
					U 100/50/5	s	12	450	2.600
				15,0	U 180/70/7	w
					U 100/50/5	s	16	600	2.600
				20,0	U 100/50/5	s	18	700	2.600
				30,0	U 120/60/6	s	26	800	2.600
4.850	2.675	≤ 2.900	5	≤ 7,5	U 160/60/6	w
					U 100/50/5	s	12	450	2.800
				10,0	U 180/70/7	w
					U 100/50/5	s	14	500	2.800
				15,0	U 100/50/5	s	16	600	2.800
				20,0	U 100/60/6	s	22	650	2.800
				30,0	U 140/60/6	s	28	850	2.800
5.200	2.875	≤ 3.100	5	≤ 7,5	U 160/70/7	w
					U 100/50/5	s	12	450	3.000
				10,0	U 100/50/5	s	14	500	3.000
				15,0	U 100/50/5	s	18	650	3.000
				20,0	U 120/60/6	s	22	650	3.000
				30,0	U 160/60/6	s	28	850	3.000
5.550	3.075	≤ 3.300	5	≤ 7,5	U 100/50/5	s	14	500	3.200
				10,0	U 100/50/5	s	16	550	3.200
				15,0	U 120/60/6	s	20	600	3.200
				20,0	U 140/60/6	s	22	700	3.200
				30,0	U 180/70/7	s	28	700	3.200
6.700	3.625	≤ 4.000	5	≤ 7,5	U 120/60/6	s	16	500	3.850
Attention: max length 12m, do not exceed				10,0	U 140/60/6	s	18	550	3.850
				15,0	U 160/70/7	s	22	550	3.850
				20,0	U 180/70/7	s	24	650	3.850

Dimensions in mm, loads in kN

Table 27:    N16 subframes and mounting method for tail-lift

TGM 12.xxx 4x2 BL     TGM 15.xxx 4x2 BL                                                                                                                Connection type: w = flexible s = rigid

N16      12/15.xxx 4x2 BL (leaf-air)
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 14+0,2	Length of welded seam
≤ 3.300	2.325	≤ 2.450	37	≤ 10,0	U 100/50/5	w
				15,0	U 140/60/6	w
					U 100/50/5	s	16	550	2.400
				20,0	U 180/70/7	w
					U 140/60/6	s	18	650	2.400
				30,0	U 100/50/5	s	24	900	2.400
4.425	2.475	≤ 2.650	37	≤ 7,5	U 100/50/5	w
				10,0	U 140/60/6	w
					U 100/50/5	s	14	500	2.550
				15,0	U 180/70/7	w
					U 100/50/5	s	16	600	2.550
				20,0	U 100/50/5	s	20	700	2.550
				30,0	U 120/60/6	s	28	800	2.550
4.775	2.675	≤ 2.850	37	≤ 7,5	U 160/60/6	w
					U 100/50/5	s	14	450	2.850
				10,0	U 180/70/7	w
					U 100/50/5	s	14	550	2.850
				15,0	U 100/50/5	s	18	650	2.850
				20,0	U 100/50/5	s	20	750	2.850
				30,0	U 140/60/6	s	28	850	2.850
5.125	2.875	≤ 3.050	37	≤ 7,5	U 180/70/7	w
					U 100/50/5	s	14	500	2.950
				10,0	U 100/50/5	s	16	550	2.950
				15,0	U 100/50/5	s	18	650	2.950
				20,0	U 120/60/6	s	22	700	2.950
				30,0	U 160/60/6	s	28	850	2.950
5.425	3.075	≤ 3.100	37	≤ 7,5	U 180/70/7	w
					U 100/50/5	s	14	500	3.150
				10,0	U 100/50/5	s	16	550	3.150
				15,0	U 100/50/5	s	24	700	3.150
				20,0	U 120/60/6	s	30	900	3.150
				30,0	U 160/60/6	s	30	900	3.150

Dimensions in mm, loads in kN

Table 28:    N26 subframes and mounting method for tail-lift

TGM 12.xxx 4x2 LL     TGM 15.xxx 4x2 LL                                                                                                              Connection type: w = flexible s = rigid

N26      12/ 15.xxx 4x2 LL (air-air)
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	of connection Type	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 14+0,2	Length of welded seam
4.125	2.125	≤ 2.250	39	≤ 20,0	no subframe necessary
				30,0	U 100/50/5	w
4.425	2.325	≤ 2.450	39	≤ 20,0	no subframe necessary
				30,0	U 160/70/7	w
					U 100/50/5	s	20	700	2.550
4.725	2.475	≤ 2.650	39	≤ 15,0	no subframe necessary
				20,0	U 120/60/6	w
					U 100/50/5	s	16	550	2.750
				30,0	U 100/50/5	s	20	750	2.750
5.075	2.675	≤ 2.850	39	≤ 10,0	no subframe necessary
				15,0	U 120/60/6	w
					U 100/50/5	s	14	500	2.950
				20,0	U 180/60/6	w
					U 100/50/5	s	16	600	2.950
				30,0	U 100/50/5	s	22	800	2.950
5.425	2.875	≤ 3.100	39	≤ 7,5	no subframe necessary
				10,0	U 120/60/6	w
					U 100/50/5	s	12	450	3.150
				15,0	U 180/70/7	w
					U 100/50/5	s	16	550	3.150
				20,0	U 100/50/5	s	18	650	3.150
				30,0	U 100/60/6	s	26	750	3.150
N26      22.xxx 6x2-4 LL (air -air)
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 14+0,2	Length of welded seam
≤  4.725  +1355	≤ 2.475	≤ 2.475	41	≤ 30,0	no subframe necessary

Dimensions in mm, loads in kN

Table 29:    N08 subframes and mounting method for tail-lift

TGM 18.xxx 4x2 BB                                                                                                                                                      Connection type: w = flexible s = rigid

N08      18.xxx 4x2 BB (leaf- leaf)
Wheel base	Standard frame overhang	Max. vehicle overhang	Frame profile no.	Tail-lift useful load [kN]	Min. Subframes	Type of connection	Each side of frame >		Start from centre of 1st axle ≤
							Bolt hole Ø 14+0,2	Length of welded seam
≤ 5.775	≤ 3075	≤ 2.350	39	≤ 30,0	no subframe necessary
6.175	3275	≤ 2.550	39	≤ 20,0	no subframe necessary
				20,0	U 100/50/5	w

Dimensions in mm, loads in kN

Electrical connection
Electro-hydraulic tail-lifts require most careful design of their electrical supply. It is assumed that the information contained in Chapter 6 ‘Electrics, electronics, cables’, of the Guide to Fitting Bodies is applied. Ideally, the electrical interface for the tail-lift should be supplied ex-works (package comprises switches, warning lights, starter inhibitor and power supply for tail-lift). Retrofitting is a complex procedure and requires intervention in the vehicle‘s power supply, which may only be carried out by correspondingly qualified MAN service staff. The factory-fitted transport securing device must be removed. The body manufacturer must check the circuitry of the tail-lift for its compatibility with MAN vehicles. Under normal circumstances triggering of interface A358 may only be effected with 24 V continuous signals – not with flash pulses. In case of failure a clocked signal may be applied briefly to relay K476. For the tail-lift electric interface see the additional wiring diagram below.

Fig. 56:    Additional wiring diagram, tail-lift for TG, MAN no. 81.99192.1920




5.4.4    Interchangeable containers

No swap body fittings are available ex works. There are however bodybuilders that manufacture swap body fittings for the TGM.
This, in line with the guide to fitting bodies, allows standardised swap bodies, box bodies and containers to be mounted. Use with other superstructures e.g. tanker bodies, is only permissible if suitability is certified by the manufacturer of the swap body fittings and the ESC Department at MAN (for address see „Publisher“ above). Do not remove existing centre supports – they must be utilised in all cases!
The superstructure must lie along their whole length. Should this be impossible for design reasons then a sufficiently sized subframe must be planned for and provided. Mountings for interchangeable containers are not suitable for absorbing forces generated by mounted machinery and point loads. This means that if cement mixers, tippers, fifth wheel subframes with fifth wheels etc., are to be mounted, other fasteners and mountings will need to be used. The bodybuilder must demonstrate suitability for this purpose.


5.4.5    Self-supporting bodies without subframe

Bodies without subframes are not possible should one of the following conditions apply:

•    Point loads are exerted by attached machines (e.g. tail-lift, cable winch)
•    Transmission of load occurs from the body to the chassis
•    On types N01 and N11.

A subframe may possibly not be required if the following conditions are met:

•    There is a sufficient moment of resistance (affects the bending stress), and
•    There is a sufficient geometrical moment of inertia (affects flexing), and
•    and the body is self-supporting.

The prerequisite for vehicles that require a subframe in accordance with the above guideline is written approval from the ESC Department at MAN (for address see “Publisher” above).

Requirements for bodies without subframe:

The distance between the body cross members must not exceed 600 mm (see Fig. 57).
This distance of 600 mm may be exceeded in the area of the rear axles.

Fig. 57:    Distances between cross members if no subframe is fitted ESC-001



The minimum lengths of the supports on the frame must be calculated according to the rules of Hertzian contact stresses.
For this application, it is assumed that there is “linear contact between two cylinders” rather than “linear contact between a cylinder and a flat surface”. Fig. 58 illustrates an exaggerated deformation of two U-sections placed one on top of the other.

An example of the calculation can be found in Chapter 9 “Calculations“.

Fig. 58:    Deformation of two U-sections ESC-120



Vibration problems cannot be ruled out on bodies not fitted with subframes. MAN cannot make any statements on the vibration behaviour of vehicles fitted with bodies that have no subframes, since the vibration behaviour depends on the body. If inadmissible vibrations develop, their cause must be eliminated, which may mean that a subframe has to be retrofitted after all. Even on designs without subframes, access to the filler necks for fuel and other operating fluids must be ensured as must access to all other frame components ( e.g. spare wheel lift, battery box).

The freedom of movement of moving parts in relation to the body must not be adversely affected.


5.4.6    Single-pivot body

Assessment here is on an individual case basis. Documentation in accordance with Chapter 1.2.5 “Submission of documents” must be submitted.

5.4.7    Tank and container bodies

Depending on the type of goods being transported, the responsible party must ensure that the vehicles are equipped in accordance with national requirements, guidelines and regulations. In Germany, the technical inspection organisations (DEKRA, TÜV) can provide information regarding the transportation of hazardous goods (subject to the Hazardous Goods Regulations). Tank and container bodies generally require a continuous subframe as described in Chapter 5.3. The conditions for approved exceptions for tanker and container bodies without subframes are listed below. The front connection between the body and chassis must be designed so that it does not hinder the frame’s ability to twist. This can be achieved using front mountings that are as flexible as possible, e.g.:

•    Pendulum-type mounting (Fig. 59)
•    Flexible mounting (Fig. 60)

Fig. 59:    Front mounting of pendulum type ESC-103                         Fig. 60:     Front mounting of flexible type ESC-104



The front mounting point should extend as close as possible to the front axle centreline. The rear, laterally stiff body support must be fitted in the vicinity of the rear axle centreline. At this point the connection to the frame should also be of sufficient size. The distance between the rear axle centreline and the centre of the support must be ≤ 1000 mm. Once the body has been installed it is important that a test is carried out to confirm whether vibrations or other disadvantageous handling characteristics are evident. Vibration can be influenced by correct subframe design and the correct layout of the tank mountings. Tank and container bodies are not permitted on the TGL (N01-N05; N11-N15) or the TGM 15 t (N16 model) without fitting a subframe; continuous subframes must be employed as described in Chapter 5.3. “Subframes”. For the TGM 18.xxx 4x2 BB and BL (model numbers N08, N18), tank and container bodies without subframes may be fitted if double and triple tank mountings are arranged in accordance with Fig. 61. Should these dimensions be exceeded the frame may exhibit inadmissibly high bending and a continuous subframe is then necessary. The field of application of the vehicle is solely on metalled road surfaces. Tank and container bodies for the TGM 12/ 15 and 18.xxx 4x2 LL (full air suspension) must be submitted to the ESC Department at MAN (for address see “Publisher” above) together with the usual documentation for checking.

Fig. 61:    Tank mounting requirements for construction without a subframe ESC-411




5.4.8    Tippers

It is not permissible to fit tipper bodies to the following chassis:

•   7.5 t: N01, N11 models.

TGM chassis with full air suspension: N26, N28, N44. TGL chassis with air suspension (= types N12, N13, N14, N15) are approved with the new Z-arm axle guide (standard from April 2010). On the TGM, type N16 the equipment „Stronger shock absorbers on front axle“ (code ex works 366CA) is required for tipper operation. TGM 6x4 type N48 tipper chassis are optimised for rear tipper bodies. This can be identified in the sales documentation from the suffix „-HK“ (Hinterkipper = rear tipper). The fitting of other superstructures (e.g. crane tipper, three-sided tipper) requires prior consultation with the ESC Department at MAN (for address see „Publisher“ above). For air suspended vehicles it should, for reasons of improved stability, be ensured that the air suspension is in the lowered position during the tipping operation (Installation of the suspension lowering system so that here is approx. 20 mm residual spring travel when the power take-off is switched on. Code 311PH). If an automatic lowering system is not fitted then the user/driver must be informed in a suitable manner of the requirement to manually lower the air suspension.
All tipper bodies require a continuous steel subframe.

For information on the minimum yield point and suitable materials see Chapter 5.3.2 “Approved materials, yield point”.

The body manufacturer is responsible for the connection between the chassis and the subframe. Tipper rams and tipper mountings must be incorporated into the subframe because the vehicle frame is not designed to take point loads.

The following design parameters must be observed:

•    Tipping angle to the rear or side ≤ 50°.
•    During tipping to the rear, the centre of gravity of the tipper body with payload should not move behind the centreline of the last axle unless stability
     of the vehicle is guaranteed.

We recommend:

•    Height of the centre of gravity of the tipper body during the tipping operation: (dimension “a” see fig. 62) ≤ 1.600 mm
•    The rear tipper mountings should be located as close as possible to the rearmost axle. Recommendation: dimension “b” : “ the distance between the centre
      of the tipper mountings and the rear axle centreline” ≤ 1.100 mm (see fig. 62).

Fig. 62:    Tippers: Maximum values for centre of gravity height and tipper mounting centreline ESC-605



For operational safety reasons, operational conditions or when the above stated values are exceeded, further measures may become necessary, such as the use of hydraulic outriggers to increase stability or the relocation of specific equipment. It is however assumed that the bodybuilder recognises the requirement for such measures since they are intrinsically dependent upon the design of his product. To improve stability and operational safety, rear tippers are sometimes required to be fitted with a so-called scissors-action support and/or a support at the end of the frame (see Fig. 63).

Fig. 63:    Rear tipper with scissors-action support ESC-606




5.4.9    Set-down, sliding set-down and sliding roll-off tippers

Set-down and roll-off tippers are not approved for the following TGL chassis:

•    TGL chassis: N01 and N11

For these types of body, the design often means that the subframes cannot follow the contour of the main frame and special connections to the main frame must therefore be provided. The body manufacturer must ensure that these fixtures are adequately sized and are properly located. Information regarding proven fixtures together with their design and fitting is available in the body manufacturers’ installation instructions. MAN mounting brackets are intended for fitting loading platforms and box bodies – they are not suitable for use with these bodies. Because of the low substructure heights, the freedom of movement of all moving parts attached to the chassis (e.g. brake cylinders, transmission shift components, axle location components, etc) and the body (e.g. hydraulic cylinders, pipes, tipper frame, etc.) must be checked. If necessary an intermediate frame must be fitted.

When loading and unloading, outriggers are required at the end of the vehicle if:

•    The rear axle load is more than twice the technically permissible rear axle load. Here, the tyre and rim load capacity must also be taken into account.
•    The front axle loses contact with the ground. For safety reasons, lifting of this kind is strictly forbidden!
•    The stability of the vehicle is not guaranteed. This can result from a high centre of gravity height, an inadmissible side tilt when suspension compression occurs
     on one side, if the vehicle has sunk into soft ground on one side etc.

For vehicles with air suspension the same procedure applies as for tipper vehicles during roll-off, set-down or tipping operations. (Suspension lowering system set such that here is approx. 20 mm residual spring travel when the power take-off is switched on. Code 311PH). Depending upon the model, an automatic lowering facility that is activated as soon as the power take-off is switched on can be ordered or retrofitted ex-factory. Control of the system via the ECAS remote controlthen allows the vehicle height to be adjusted as before (e.g. in order to push containers onto the trailer). If an automatic lowering system is not fitted then the user/driver must be informed in a suitable manner of the requirement to manually lower the air suspension. Rear support by locking the vehicle springs is permitted only if the ESC department at MAN (for address see “Publisher” above) has issued approval for the installation together with the load transmissions. The required evidence of stability is to be provided by the body manufacturer.


5.4.10    Propping air-sprung vehicles

The following must be observed when propping leaf/air or fully air-sprung vehicles:

The manufacturer of the body is responsible for the stability of the overall system when in working operation.
Although the complete raising of the axles provides the optimum stability within physical limits, the load that results puts a greater strain on frames and auxiliary frames. Completely raising the axles as well as lowering the vehicle without maintaining residual pressure will result in damage to the air-suspension bellows. To prevent this, we recommend using the item of equipment with MAN code 311 PE, “Entering parameters ECAS for crane operation”. This equipment is provided with a residual-pressure regulator for preventing damage to air-suspension bellows, so that when the power take-off is activated, the vehicle is lowered to the level of the air-suspension bellows buffer. In addition, it is possible to install the residual-pressure regulation suppression circuit as per Service Information 239704a.
We recommend this in order to minimise movement in the suspension system and thus reduce the impact load on the body (e.g. positioning precision when operating a crane) as well as to suppress any corrective actions in the event of defects in the air-suspension system. This circuit does not readjust the residual pressure.

We wish to make the following explicitly clear:

Suppression of residual-pressure regulation does not improve stability and is therefore not a means of extending the technical limits (e.g. of cranes). Residual-pressure regulation may only be suppressed during working operation


5.4.11    Loading cranes

Loading cranes are not approved for the following TGL chassis:

Models N01 and N11

On the TGM, type N16 with air-sprung rear axle, the equipment „Stronger shock absorbers on front axle“ (code ex works 366CA) is required for tipper operation. Empty weight and the total moment of a loading crane must be matched to the chassis on which it will be fitted. The basis for the calculation is the maximum total moment and not the lifting moment. The total moment is the result of the empty weight and the lifting force of the loading crane with the crane arm extended. The total moment of a loading crane MKr is calculated using the following formula:

Fig. 64:    Moments on the loading crane ESC-040



Formula 11:    Total moment of loading crane

                                            g • s • (G_Kr • a + G_H • b)
                       M_Kr    =         -------------------------------
                                                          1000

Where:

                     a    =     Distance of the crane centre of gravity from the centre of the crane pillar (in m), with the crane arm extended to maximum length.
                     b    =     Distance of the maximum lifting load from the centre of the crane pillar (in m), with the crane arm extended to maximum length
                    G_H   =     Lifting load of the loading crane in [kg]
                    G_Kr   =     Weight of the loading crane in [kg]
                    M_Kr    =    Total moment in [kNm]
                     s     =     Impact coefficient from details provided by the crane manufacturer (dependent on the crane control system), always ≥ 1
                     g     =    Acceleration due to gravity 9,81[m/s²]

The number of outriggers (two or four) and their positions and distance apart is to be determined by the crane manufacturer on the basis of the stability calculation and vehicle load. For technical reasons, MAN may insist that four outriggers are fitted.
When the crane is operating, the outriggers must always be extended and level with the ground. They must be repositioned accordingly for both loading and unloading. Hydraulic compensation between the outriggers must be blocked. The crane manufacturer must also detail any ballast that is required for ensuring stability.
Amongst other characteristics, the torsional stiffness of the entire frame connection is responsible for the stability. It must be noted that a high torsional stiffness of the frame connection will necessarily reduce the ride comfort and the off-road capability of the vehicles. The body builder or crane manufacturer is responsible for ensuring that the crane and subframe are properly attached. Operating forces including their safety coefficients must be safely absorbed. Mounting brackets available ex-works are not suitable for this purpose. Avoid inadmissible overloading of the axle(s). The maximum permissible axle loading during crane operation must not be more than twice the technically permissible axle load. The jolt factors provided by the crane manufacturer must be taken into consideration (see Formula 11)! The permissible axle loads must not be exceeded during vehicle operation, therefore an application-specific axle load calculation is essential. Asymmetric installation of a crane is not permissible if uneven wheel loads arise as a result (permissible wheel load difference ≤ 5%, see also Chapter 3.1). The body builder must ensure adequate compensation. The pivoting range of the crane must be limited if this is required to maintain the permissible axle loads or stability. Methods for ensuring this compliance are the responsibility of the loading crane manufacturer (e.g. by limiting the lifting load dependent on the pivoting range). During installation and operation of the loading crane, the required freedom of movement of all moving parts must be observed. Controls must have the minimum freedom of movement as required by law. Unlike other bodies the minimum load on the front axle(s) for crane bodies in any load state must be 30% in order to maintain steerability (see also Table 12 in Chapter 3.2 “Minimum front axle load”). Any nose weights exerted on the trailer coupling must be taken into consideration in the required axle load calculation. Depending on the size of the crane (weight and centre of gravity position) and location (behind the cab or at the rear), vehicles must be fitted with reinforced springs, reinforced anti-roll bars or reinforced shock absorbers, if these items are available. These measures will prevent the chassis from adopting a lopsided position (e.g. due to reduced compression of the reinforced springs) and will prevent or reduce any tendency to roll. However, with crane superstructures, it is not always possible to prevent the chassis from standing lopsided because of the shift in the vehicle’s centre of gravity. Approval for a crane superstructure is necessary if the requirements stipulated in this Guide to Fitting Bodies are exceeded.

This is the case if:

•    The permissible total crane moment as stipulated in Fig. 69 is exceeded
•    Four outriggers are fitted
•    Special outriggers are fitted.

and in the case of deviations from the specifications given here; in particular those pertaining to deviations from the design methods described in the Chapter “Subframes for loading crane”.

Different forces come into play when four outriggers are fitted. This means that the ESC department at MAN (for address see “Publisher” above) must always be consulted. To guarantee stability whilst the crane is operating, the subframe in the area between the two outrigger members must have sufficient torsional stiffness. For strength reasons, lifting the vehicle on the outriggers is permissible only if the subframe structure absorbs all the forces resulting from the operation of the crane and provided its connection to the chassis frame is not rigid. According to the applicable national regulations, the crane body and its operation must, before first use, be inspected by a crane expert from the technical inspection organisations or by a person authorised to inspect cranes.

Loading crane behind the cab:

It is not possible to install a crane superstructure behind the cab if the subframe does not extend to the rearmost spring hanger of the front axle. This normally only affects chassis fitted with the L, LX or double cab. Here the body of each vehicle must be individually inspected to ensure that permissible material stresses are not exceeded. If chassis components protrude above the upper edge of the subframe in the vicinity of the crane then an additional intermediate frame must be provided beneath the crane base (see Fig. 65).


Fig. 65:    Clearance for loading crane behind the cab ESC-607



The tipping operation of the cab may not be impaired. There must be no obstructions that encroach on the arc described by the cab when tilting. The tilt radii of the cabs are given in the chassis drawings (these can be obtained from MANTED^® www.manted.de). Even when the permissible front axle load is observed, care still needs to be taken to prevent excessive top-heaviness of the vehicle for handling reasons. Limited reduction of the front axle load, for example, can be achieved by relocating equipment. On some vehicles, the permissible front axle load can be increased if the required technical conditions exist.
See Chapter 5.1 ‘General’ for information on and procedures for increasing the permissible front axle load.


Rear loading crane:

If no end cross member is fitted to the chassis (as is the case on the TGL/TGM when no trailer coupling is ordered) one must be retrofitted before a rear loading crane is installed (see also Chapter 4.11.1, “Rear underride guard”).
Stronger springs, a stronger anti-roll bar and other available stabilisation aids must be installed depending on the size of the crane and the axle load distribution. This will prevent the vehicle from standing lopsided and reduce its tendency to roll. If a central axle trailer is to be towed, then the nose weights must be taken into consideration in the design. Most importantly, the front axle loads must not be allowed to drop below the values stated in Section 3.2. ‘Minimum front axle loads’. When a lifting trailing axle is lifted, the front axle of the vehicle experiences a considerable lightening of the load. Because of the point load acting dynamically on the end of the frame as a result of the crane, it is likely that the driving characteristics will not be sufficiently stable. Therefore, the lifting facility must be disabled if more than 80% of the permissible drive axle load is reached when travelling unladen with the crane and with the axle lifted. It must also be disabled if the minimum front axle load (30% of the actual vehicle weight of the now two axle vehicle) is not reached. For manoeuvring purposes the trailing axle can be relieved if the subframe and body are of adequate size (moving-off aid). The higher bending and torsional forces acting on the body and the frame structure must then be taken into account.

Detachable rear loading cranes/ transportable forklifts:

The centre of gravity of the payload will change depending on whether the crane is attached or not. To achieve the largest possible payload without exceeding the permissible axle loads, we recommend that the centre of gravity of the payload with and without the crane be marked clearly on the body.
The larger overhang resulting from the installation of the coupling device must be taken into consideration. It is the responsibility of the body manufacturer to ensure that the crane mounting bracket is of adequate strength and that the bracket support is properly fitted to the vehicle. Forklifts carried on the vehicle are to be treated as detachable loading cranes when being transported. A second trailer coupling is to be installed on the mounting brackets for detachable rear loading cranes if the vehicle is to be operated with a trailer. This trailer coupling must be connected to the one installed on the vehicle by means of a towing eye. Note the instructions in Section 4.8 ‘Coupling devices’. The coupling device and the body must be able to safely absorb and transmit forces arising during trailer operation.
If the crane is attached but the vehicle is being operated without a trailer, an underride guard must be fitted to the crane bracket.

Fig. 66:    Coupling device for rear loading cranes ESC-023



Subframe for loading crane:

All loading crane bodies require a subframe. Even in the case of crane total moments that theoretically produce a required geometrical moment of inertia of below 175 cm⁴, a subframe with a geometrical moment of inertia of at least 175 cm⁴ must be fitted.
To protect the subframe we recommend fitting an additional upper flange (anti-wear plate) to prevent the base of the crane from wearing into the subframe.
Loading cranes are frequently installed with various types of body, for which a subframe is also required (e.g. on tippers). In this case, depending upon the body and its loading, a larger subframe suitable for the entire body structure must be used.
The subframe for a detachable loading crane must be designed to ensure that the coupling device and the loading crane can be supported safely.
The body manufacturer is responsible for the design of the mounting bracket (bolt fixings, etc.).
When installing a loading crane behind the cab the subframe must be enclosed to form a box, at least in the area surrounding the crane.
If the loading crane is installed at the rear, a closed section profile must be used from the end of the frame to at least a point forward of the front-most rear axle guide member. In addition, to increase the torsional stiffness of the subframe, a cross-strut (X-shaped connecting piece, see Fig. 67) or an equivalent structure must be fitted. To be recognised by MAN as an “equivalent structure”, it is a pre-requisite that the ESC Department (for address see “Publisher” above) has issued an approval.

Fig. 67:    Cross-strut in the subframe ESC-024



In the above section, “Subframe for loading crane”, a method is described for defining the subframe in the vicinity of the crane that is dependent upon the total moment of the loading crane. This method and the correlation between crane total moment and geometrical moment of inertia – dependent upon the chassis frame – applies equally to crane structures with two outriggers located behind the cab and on the frame end. Safety coefficients have already been taken into account. The crane total moment MKr however, must be factored into the calculation along with the impact coefficient supplied by the crane manufacturer (see also formula 11 above).
For a given crane total moment fig. 68 below gives the geometrical moment of inertia of the subframe for the TGL. For the TGM use Fig. 69.

Example of how to use the graphs in Figs. 68-72:

A subframe is to be specified for a TGM 18.xxx 4x2 BB, model N08 vehicle, frame section number 39. The vehicle is to be fitted with a crane with a total
moment of 150 kNm.

Solution:

A minimum geometrical moment of inertia of approx. 1.750 cm⁴ is derived from Fig. 69. If one U-section with a width of 80 mm and a thickness of 8 mm is formed into a box with an 8mm thick section, a section height of at least 190 mm is required, see diagram in Fig. 71. If two U-sections of a width/thickness of 80/8 mm are formed into a box, the minimum height is reduced to approx. 160 mm, see Fig. 72. If, when the values are read off, the section size in question is not available, round up to the next available size; rounding down is not permitted. The freedom of movement of all moving parts is not taken into consideration here; it must therefore be re-checked when the dimensions have been selected. An open U-section, as in Fig. 70, must not be used in the area around the crane. It is only shown here because the diagram can also be used for other bodies.

Fig. 68:    Crane total moment and geometrical moment of inertia for TGL ESC-616



Fig. 69:     Krangesamtmoment und Flächenträgheitsmoment bei TGM ESC-618



Fig. 70:     Geometrical inertia moments U sections ESC-213



Fig. 71:     Geometrical inertia moments closed U sections ESC-214



Fig. 72:     Geometrical inertia moments boxed U sections ESC-215

5.4.12    Cable winches

For installation of a cable winch the following points are important:

•    Pulling force
•    Installation location
     -    At front
     -    In the centre
     -    At the rear
     -    On the side
•    Type of drive
     -    Mechanical
     -    Hydraulic
     -    Electric
     -    Electromechanical
     -    Electrohydraulic.

Vehicle components such as axles, springs, frames, etc. must under no circumstances be overloaded by the operation of the cable winch. This is particularly important if the direction of the winch towing force is not in line with the vehicle longitudinal axis. It may be necessary to fit an automatic pulling force limiting device.
When a winch is installed at the front, its maximum pulling power is limited by the technically permissible front axle load.
The technically permissible front axle load is found on the factory plate of the vehicle and in the vehicle documentation.
A winch design that has pulling forces above the technically permissible front axle load is permissible only after prior consultation with the ESC Department at MAN (for address see „Publisher“ above). Under all circumstances, care must be taken to ensure proper guidance of the cable. The cable should feed through as few guide pulleys as possible. At the same time however, it must be ensured that the function of vehicle parts is in no way adversely affected.
A hydraulic winch drive is preferred because it offers better regulation and installation options. The efficiency of the hydraulic pump and motor is to be taken into account (see also Chapter 9 „Calculations“). A check should be made to see whether existing hydraulic pumps such as those on the loading crane or the tipper can be used. This can sometimes avoid the need for installing several power take-offs. On worm gears in mechanical winches, the permissible input speed must be observed (normally < 2,000 rpm). The ratio of the power take-off is to be selected accordingly. Take the low efficiency of the worm gear into consideration when calculating the minimum torque at the power take-off. The instructions in Chapter 6 „Electrics, electronics, wiring“ are to be observed for electric, electromechanical and electrohydraulic winches. The capacities of the alternator and battery must be taken into consideration. Every time a winch is installed the installation instructions of the winch manufacturer together with any applicable official safety regulations must be observed.


5.4.13    Transport mixers

The MAN range includes chassis that are suitable for mounting a transport mixer body. These chassis can be recognised by the additional suffix “TM” for Transport Mixer in the sales documentation. The concrete mixer is generally driven by the power take-off on the engine = “Power take-off at the flywheel”. Retrofit installation of this power take-off is highly complicated and is therefore not recommended. In the event of retrofitting, a drive system using a separate motor is to be preferred.
Fig. 73 shows an example of a mixer body. The body is rigid along virtually its entire length, the only exception being the front end of the subframe ahead of the drum mounting. The first two shear plates must be positioned in the area of the front mounting brackets for the drum. Mixer bodies on TGM must be submitted to the ESC Department at MAN (for address see “Publisher” above) together with the usual documentation for checking.
Concrete conveyor belts or concrete pumps cannot easily be fitted together with mixer bodies onto standard concrete mixer chassis.
In some circumstances, a different subframe structure from that of the normal mixer subframe or a cross connection on the frame end is required (similar to rear loading crane bodies, see Chapter 5.4.10, “Rear loading crane” section). Approval from the ESC department at MAN (for address see ‘Publisher’ above) and from the transport mixer manufacturer is essential.

Fig. 73:    Transport mixer body ESC-016




6.    Electrics, electronics, wiring


6.1    General

The Chapter ‘Electrics, electronics, wiring’does not attempt to provide fully comprehensive information on all issues relating to the vehicle electrical systems of modern commercial vehicles. Further information on individual systems can be found in the respective repair manuals, which can be obtained from the spare parts service. The electrics, electronics and wiring installed in commercial vehicles comply with the relevant applicable national and European standards and directives, which are to be regarded as minimum requirements. MAN’s own standards often considerably exceed those minimum requirements of national and international standards.
As a result, many electronic systems have been adapted and expanded. In some situations, for reasons of quality or safety, MAN stipulates the condition that MAN standards are used. This is stated in the corresponding sections. Body manufacturers can obtain relevant MAN standards from the MAN website
(  www.normen.man-nutzfahrzeuge.de). There is no automatic updating and replacement service.


6.2    Routing cables, earth cable

The basic cable laying principles set out in the Chapters ‘Electrics, electronics, wiring’ and ‘Brakes’ apply. On MAN vehicles the frame is not misused as the earth cable; instead, a separate earth cable should be laid to the electric consumer along with the positive lead. Common earth points to which the bodybuilder can connect earth cables are located:

•    In the central electrics compartment (Back, see fig. 74)
•    Behind the instrumentation
•    On the rear right-hand engine mount.

For detailed instructions see Chapter 6.5, Additional consumers. No more than 10 A in total may be drawn at the earth points behind the central electrics box and behind the instrumentation. Cigarette lighters and any additional sockets have their own power limits, please refer to the respective instruction manual.
The housings of single-pole motors of third-party equipment must be connected to the common earth point on the corresponding engine mount by means of an earth cable. This is to prevent any damage to mechanical parts or the electrical system when the starter is switched on. All vehicles have a plate located inside the battery box, which expressly states that the vehicle frame is not connected to the battery negative terminal. The body builder’s negative cable must not be connected to the minus pole of the battery – it must be connected to the common earth point at the rear right engine mount.


6.3    Handling batteries


6.3.1   Handling and maintaining batteries

The test and charging cycle in accordance with the charging log/ charging schedule applies (e.g. when the vehicle is not being used whilst the body is being fitted). Checking/charging the battery is to be carried out according to the charging log supplied with the vehicle and is to be initialled. Rapid charging or assist-starting equipment is not permitted for trickle charging since their use may damage control units. Vehicle to vehicle assist-starting is permitted, provided the instructions in the operating manual are followed.

When the engine is running:

•    Do not switch off the battery main switch
•    Do not loosen or disconnect the battery terminals.

Caution!

Always follow this sequence when disconnecting the batteries and actuating the battery main switch:

•    Switch off all electric consumers (e.g. turn lights and hazard warning lights off)
•    Switch off ignition
•    Close the doors
•    Wait for a period of 20 seconds before disconnecting the batteries (negative terminal first)
•    The electric battery main switch requires an additional run-down time of 15 seconds.

Reason:

Many vehicle functions are controlled by the central on-board computer (ZBR) that must first save its last status before it can be isolated.
If, for example, the doors remain open, it will be 5 minutes before the computer can stop operating, because the computer also monitors the door-closing function. If the doors are open a waiting period of over 5 minutes is therefore necessary before the batteries can be disconnected. Closing the doors will shorten this waiting time to 20 seconds. If the above sequence is not followed some control units will inevitably have incorrect entries (e.g. the ZBR central on-board computer).

6.3.2   Handling and maintaining batteries with PAG technology

When original factory-fitted batteries are exhausted MAN specialist workshops will only fit maintenance free PAG technology batteries (PAG = positive Ag, positive electrode with thin silver plating). These differ from conventional batteries through improved resistance to deep-discharge damage, longer shelf-life and better charging rate. The conventional filler caps have been replaced by „charge eyes“. The test and charging cycle in accordance with the charging log/charging schedule is monitored with the help of these charge eyes which indicate the state of charge by the colour of the ball in the middle of the filler cap.

Caution!

The filler caps (charge eyes) of maintenance-free batteries must not be opened.

Table 32:   Charge eye indications

Indication	Battery condition	Procedure
Green	Correct electrolyte level, acid density above 1,21g/cm3	The battery is charged and in order. Note check completed in the charging log
Black	Correct electrolyte level, but acid density below 1,21g/cm3	The battery must be charged. Note the recharge in the charging log
White	Electrolyte level too low, acid density may lie above or below 1,21g/cm3	The battery must be replaced

A detailed Service Information, „SI Number: Amendment 2, 114002 Battery“ is available from MAN specialist workshops


6.4    Additional wiring diagrams and wiring harness drawings

Additional wiring diagrams and wiring harness drawings that contain or describe body fittings can be obtained from the ESC department at MAN (for address see ‘Publisher’ above). It is the responsibility of body manufacturer to ensure that the documents he uses, for example wiring diagrams and wiring harness drawings, correspond with the current status of equipment fitted to the vehicle. Further technical information can be obtained from the repair manuals. These can be obtained from the spare parts service.


6.5    Fuses, additional power consumers

Do not modify or extend the vehicle’s electrical system! This applies to the central electrics box in particular.
Any damage resulting from modifications will be the responsibility of those who carried out the modifications.
The following points must be observed when retrofitting additional electric consumers:

There are no spare fuses in the central electrics box for use by the body manufacturer. Additional fuses can be fitted in a plastic holder located in front of the central electrics box. Do not tap into existing vehicle circuits or connect additional electric consumers to fuses that are already occupied. Each circuit installed by the body manufacturer must be adequately rated and have its own fuses. The rating of the fuse should ensure the protection of the wiring and not that of the system connected to it. Electrical systems must ensure adequate protection against all possible faults, without affecting the vehicle electrics. Freedom from feedback must always be ensured. When selecting the size of the wire cross-section, the voltage drop and the heating of the conductor must be taken into account.
Cross-sections below 1 mm² are to be avoided because their mechanical strength is not sufficient. Positive and negative wires must have the same minimum cross-section. Current draw for 12 V equipment must be effected only via a voltage converter. Power draw from just one battery is not permitted because unequal charge statuses may cause the other battery to become overcharged and damaged. Under certain circumstances, e.g. for body-mounted equipment with a high power requirement (e.g. electrohydraulic tail-lifts) orin extreme climatic conditions, higher capacity batteries will be required. For operating an electrohydraulic tail-lift on the TGL/TGM the required battery capacity is 2x140 Ah. If the body manufacturer installs larger batteries, the cross-section of the battery cable must be adapted to suit the new power draw. If consumers are directly connected to terminal 15 (pin 94 in the central electrics box; see Fig. 74) it is possible that entries will be logged in the error memories of control units as a result of a reverse flow of current into the vehicle‘s electrical system. Consumers must therefore, be connected in accordance with the following instructions.

Power supply terminal 15

Always fit a relay that is triggered via terminal 15 (pin 94). The load must be connected through a circuit breaker at terminal 30 (pins 90-1, 90-2 and 91 at the rear of the central electrics box) (see Fig. 74). The maximum load must not exceed 10 amperes

Power supply terminal 30

•    For maximum loads of up to 10 amperes the load must be connected through a circuit breaker at terminal 30 (pins 90-1, 90-2 and 91,
     see Fig. 74 rear of the central electrics box). For loads > 10 amperes connect through a circuit breaker directly at the batteries.

Power supply terminal 31

•    Do not connect at the batteries, instead connect to the earth points inside (see Fig. 74 rear of the central electrics box) and outside (rear right engine mounting)
     the cab.

Fig 74:   Central electrics box, rear view ESC-720

6.6    Lighting installations

If the lighting system is modified, the partial operating permit to EU Directive 76/756/EEC, as amended by 97/28/EC is rendered void. This is particularly true if the design of the lighting installation has been changed (number/size of lights) or if a light has been replaced with a different light that is not approved by MAN. The bodybuilder is responsible for compliance with all statutory provisions.
It is particularly important that LED side marker lamps are not extended using other types of lamp as this will destroy the ZBR (central on-board computer)!

The maximum allowable load applied to the lighting current paths must be observed. Fitting higher rated fuses than the corresponding ratings in the central electrics box is nor permitted.

The following reference values should be taken as maximum values:

Table 33:   Lighting current paths

Parking light	5 A	per side
Brake light	4x21 W	solely incandescent bulbs, LEDs are not permitted
Indicators	4x21 W	solely incandescent bulbs, LEDs are not permitted
Rear fog lamps	4x21 W	solely incandescent bulbs, LEDs are not permitted
Reversing light	5 A

The term “solely incandescent bulbs” refers to the fact that these current paths are monitored for errors by the central on-board computer and that any errors will be displayed. The installation of LED lighting elements that are not approved by MAN is prohibited. Note that on MAN vehicles an earth cable is used. Earthing to the frame is not permitted (see also Section 6.2, “Routing cables, earth cable”).

After the body has been installed, the basic beam alignment of the headlights must be reset. This is to be carried out directly on the headlamps, even if the vehicle is fitted with headlight levelling control. This is necessary because altering the setting of the levelling control does not adjust the basic beam alignment for the vehicle. Extensions or modifications to the lighting system must be completed in co-operation with the nearest MAN service centre using MAN-cats^® because it may become necessary to re-parameterise the vehicle’s electronics. See also Section 6.10.2.


6.7    Electromagnetic compatibility

Due to the interaction between the various electrical components, electronic systems, the vehicle itself and the environment, the electromagnetic compatibility (EMC) must be tested. All systems fitted to MAN commercial vehicles comply with the requirements of MAN standard M 3285, available from our website at
  www.normen.man-nutzfahrzeuge.de. MAN vehicles comply with the requirements of EC Directive 72/245/EEC, including 95/54/EC and as amended by 2004/104/EU when they leave the factory. All equipment (definition of equipment as in 89/336/EEC) that is installed in the vehicle by the body manufacturer must meet the corresponding statutory regulations in force at the time.

The body manufacturer is responsible for the EMC of his components or systems. After installing such systems or components, the body manufacturer remains responsible for ensuring that the vehicle still meets the current legal requirements.
Freedom from feedback between the body-side electrics/electronics and those of the vehicle must be ensured, especially where body-side interference could affect the operation of onboard units for road toll logging, telematics equipment, telecommunications systems or other equipment fitted to the vehicle.


6.8    Radio equipment and aerials

All equipment that is installed on the vehicle must comply with the current legal requirements.
All radio equipment (e.g. radio units, mobile telephones, navigation systems, onboard units for road toll logging etc.) must be properly equipped with external aerials.

In this context ‘properly’ means:

•    Radio equipment, e.g. radio control systems for remotely operating various vehicle body functions, must be installed such that the functions of
     the commercial vehicle are not affected.
•    Existing cables must not be moved or used for additional purposes.
•    Use as a power supply is not permitted (the exception being approved MAN active aerials and their cables).
•    Access to other vehicle components for maintenance or repair must not be impaired.
•    Only drill into the roof at the locations provided for in the MAN design and only use installation components (for example self-tapping sheet metal screws, seals)
      approved for this purpose.

MAN-approved aerials, wiring, cables, bushes and connectors can be obtained from the spare parts service Annex I of EU-Council Directive 72/245/EEC, version 2004/104/EU, stipulates that possible installation positions for transmission antennas, approved frequency bands and the transmit power must be published.

For the following frequency bands the proper fitment at the mounting points stipulated by MAN (see Fig. 75) on the cab roof is permitted.

Table 34:    Frequency bands and the approved mounting position on the roof

Frequency band	Frequency range	max. transmit power
Short wave	< 50 MHz	10 W
4 m band	66 MHz to 88 MHz	10 W
2 m band	144 MHz to 178 MHz	10 W
70 cm band	380 MHz to 480 MHz	10 W
GSM 900	880 MHz to 915 MHz	10 W
GSM 1800	1.710,2 MHz to 1.785 MHz	10 W
GSM 1900	1.850,2 MHz to 1.910 MHz	10 W
UMTS	1.920 MHz to 1.980 MHz	10 W

Fig. 75:   Antenna installation positions ESC-560

Description	Item number	Item	For antennas see electrical parts list
Antenna installation	81.28200.8365	Item 1	Radio antenna
Antenna installation	81.28200.8367	Item. 1	Radio antenna + D & E-Net
Antenna installation	81.28200.8369	Item 1	Radio antenna + D & E-Net + GPS
Installation of radio antenna LHD	81.28200.8370	Item 2	CB radio antenna
Installation of radio antenna RHD	81.28200.8371	Item 3
Installation of radio antenna LHD	81.28200.8372	Item 2	Trunked radio antenna
Installation of radio antenna RHD	81.28200.8373	Item 3
Installation of radio antenna LHD	81.28200.8374	Item 2	Trunked radio antenna 2 m band
Installation of radio antenna RHD	81.28200.8375	Item 3
Antenna installation LHD	81.28200.8377	Item 3	GSM and GPS antenna for the road toll collection system
Antenna installation RHD	81.28200.8378	Item 2
Installation of radio antenna LHD	82.28200.8004	Item 2	CB and radio antenna
Installation of combi antenna RHD	81.28205.8005	Item 3	GSM + D & E-Net + GPS + CB radio antenna
Installation of combi antenna LHD	81.28205.8004	Item 2	GSM + D & E-Net + GPS + CB radio antenna

6.9    Interfaces on the vehicle, preparations for the body

No work is permitted on the vehicle’s electrical system other than via the interfaces provided by MAN (e.g. for tail-lifts, for start/stop equipment, for intermediate speed regulation, FMS interface). Tapping into the CAN buses is prohibited except in the case of the Body builder CAN bus – see the control unit TG interface for external data exchange (KSM). The interfaces are described in detail in the ‘Interfaces TG’ booklet.
If the vehicle is ordered with body fittings (e.g. start/stop device on the end of the frame), these are already fitted at the factory and partly connected. The instrumentation is prepared in accordance with the order. Before first operation of the body fittings, the body manufacturer must ensure that valid, up-to-date versions of wiring diagrams and wiring harness drawings are in use (see also Section 6.4). Transport securing devices are fitted by MAN (on the interfaces behind the front panel on the passenger side) for delivery of the vehicle to the body manufacturer. Before using each interface the transport securing devices must be properly removed.

The retrofitting of interfaces and/or body fittings is often extremely complicated. It should not be attempted without enlisting the help of an electronics specialist from the MAN service organisation.

Connecting to the D+ signal (engine running)
Caution: D+ may not be tapped from the alternator on TG vehicles. In addition to the signals and information provided through the KSM interface it is also possible to tap into the D+ signal as follows: The central on-board computer (ZBR) provides an “Engine running” signal (+24V). This can be tapped into directly at the ZBR (socket F2 pin 17). The maximum load on this connection may not exceed 1 Ampere. It should be noted that other internal consumers may also be connected here. It must be ensured that this connection is free from feedback. Remote transmission of data from the mass storage of digital tachographs and information contained on the driver card. MAN supports the manufacturer-independent remote transmission of data from the mass storage of digital tachographs and information contained on the driver card (RDL = remote download). The corresponding interface is published on the Internet at   www.fms-standard.com.


6.9.1    Electrical connections for tail-lifts

See Chapter ‚Tail-lifts‘


6.9.2    Start-stop control on frame end

The start-stop control is a system that works independently of the intermediate speed control interface and must be ordered separately.
If the body manufacturer has installed the circuitry, the designation start-stop must be used.
This must not be confused with the term emergency stop.

6.10    Electronics

The TGL/TGM range employs many electronic systems for controlling, regulating and monitoring vehicle functions.
The electronic braking system (EBS), electronic air suspension (ECAS) and the electronic diesel injection system (EDC) are just a few examples.

Full networking of the equipment fully guarantees that sensor readings can be processed to the same extent by all control units.
This enables the number of sensors, cables and connections to be reduced, which in turn reduces the number of possible fault-sources. On the vehicle, network cables can be recognised because they are twisted. Several CAN bus systems are used in parallel and this enables them to be optimally adapted to perform their respective tasks.All data bus systems are reserved for exclusive use by the MAN vehicle electronics system; access to these bus systems is prohibited except in the case of the Body builder CAN bus – see the control unit TG interface for external data exchange (KSM).


6.10.1    Display and instrumentation concept

The instrument cluster installed in the TGL/TGM is incorporated into the control unit network by means of a CAN bus system.
Faults are displayed in plain text directly in the central display or through error codes. The instrumentation receives all the information that is displayed in the form of a CAN message. Long-life LEDs are used instead of bulbs. The annunciator panel is vehicle-specific, i.e. only functions and fittings that have been ordered are present. If other functions are retrofitted at a later date and these are to be displayed (e.g. retrofitted tail-lift, seatbelt tensioner, tipper display in the cab) the system has to be re-parameterised using MAN-cats®. An annunciator panel that matches the new parameters can be ordered from the MAN spare parts service.
In this way, body manufacturers may elect to have the superstructure functions, e.g. tail-lift or tipper operation, parameterised on the vehicle and the instrumentation, together with the required symbols on the annunciator panel, installed during manufacture. It is neither possible to incorporate superstructure functions on an „in reserve“ basis nor is it permitted for the body manufacturer to incorporate his own functions into the central display or tap signals from the back of the instrumentation.


6.10.2    Diagnostics concept and parameterisation using MAN-cats^®

MAN-cats^® is the second generation MAN tool for diagnosis and parameterisation of electronic vehicle systems. MAN-cats^® is therefore used by all MAN service centres. If the body manufacturer or the customer informs MAN of the intended use or the body type (e.g. for the intermediate speed control interface) when the vehicle is ordered, these can be incorporated into the vehicle at the factory using EOL programming (EOL = end of line). MAN-cats^® must be used if these parameters are to be changed. For certain types of intervention in the vehicle systems the electronics specialists at MAN service centres are able to contact systems specialists at the MAN factory to obtain the appropriate clearances, approvals and system solutions.


6.10.3   Parameterisation of the vehicle electronics

If any modifications that require approval or that are critical to safety are carried out on the vehicle, or if the chassis needs to be modified to adapt it to the body, or if conversion work or retrofitting work needs to be carried out, a MAN-cats^® specialist at the nearest MAN service station must be consulted before any work commences to see if the vehicle needs to be re-parameterised.


7.    Power take-offs → See separate booklet

Caution: A power take-off at the gearbox is not available for the 5-speed ZF-S542 transmission. Retrofitting is not possible!
For the N01 and N11 models a power take-off is not available if the ZF-S6850 transmission is fitted. The booklet ‘Power take-offs’ applies here. This describes all of the power take-offs that are available for the TGL/TGM: Further assistance for the selection and design of power take-offs can be found under ‘Transmissions’ in MANTED^® (  www.manted.de). If one or more power take-offs are fitted at the factory then the 1st frame cross member behind the transmission is of a height-adjustable design (see Fig. 76). This allows the driveshaft section of the driveline at the power take-off to be installed – taking the maximum permissible angle at the driveshaft joints of 7° (+1° tolerance) into account. In its installed position on production vehicles the cross member, including bolt head, protrudes above the frame upper edge by 70 mm. This height-adjustable cross member can be retrofitted at a later date (e.g. when retrofitting a power take-off).

Fig. 76:    Height-adjustable cross member for power take-off at the gearbox ESC-700




8.    Brakes, lines


8.1    ALB, EBS braking system

Due to the EBS it is not necessary for the body manufacturer to check the ALB (automatic load-dependent brake system); it is in any case not possible to make adjustments. A check may possibly be required in line with the scheduled inspection of the braking system (in Germany SP and section 29 StVZO). Should such an inspection of the braking system become necessary then a voltage measurement using the MAN-cats^® diagnosis system. Never pull-out the plug on the axle load sensor. Before exchanging leaf springs, e.g. replacing them with stronger ones, it should be checked with the MAN workshop whether reparameterisation of the vehicle is necessary in order to be able to set the ALB correctly.


8.2    Brake and compressed air lines

All brake lines leading to the spring-loaded parking brake must be corrosion and heat-resistant according to DIN 14502 Part 2 ‘Fire service vehicles – general requirements’. The most important basic principles to observe when installing air lines are repeated here.


8.2.1    Basic principles

•    Polyamide (PA) tubes must in all circumstances:
     -    be kept away from heat sources
     -    be laid in such a way that no abrasion can occur
     -    be free from trapped stresses
     -    be laid without kinking..
•    Only PA tubing in accordance with MAN standard M 3230 Part 1 is to be used (  www.normen.man-nutzfahrzeuge.de, registration required. In accordance with
     the standard this tubing is marked with a number starting with ‘M 3230’ every 350 mm.
•    Remove lines to protect them before welding work takes place.
•    For welding work, see also the Chapter „Modifying the chassis“ – „Welding the frame“ section.
•    In view of the risk of heat build-up, PA pipes must not be attached to metal pipes or holders that are connected to the following assemblies:
     -    Engine
     -    Air compressor
     -    Heating
     -    Radiator
     -    Hydraulic system.


8.2.2    Voss 232 system plug connectors

Fig. 77:    Voss System 232, Funktionsprinzip ESC-174




8.2.3    Installing and attaching lines

Basics of installing lines:

•    Lines must not be laid loose; existing means of attachment and/or conduits are to be used.
•    Do not heat plastic pipes when installing them, even if they are to follow a curved path.
•    When attaching pipes, make sure that the PA pipes cannot become twisted.
•    Install a pipe clip or, in the case of a cluster of pipes, a cable tie at the beginning and end in each case.
•    Corrugated wiring harness pipes are to be attached to plastic consoles in the frame or, in the engine area, to prepared cable routes using cable ties or clips.
•    Never attach more than one line to the same hose clip.
•    Only PA pipes (PA = polyamide) designed to DIN 74324 Part 1 or MAN Standard M 3230 Part 1 (extension of DIN 74324 Part 1) may be used
     (  www.normen.man-nutzfahrzeuge.de, registration required).
•    Add 1% to the length of the PA pipe (corresponding to 10 mm for each metre of cable), because plastic pipes contract in the cold and the vehicles must be capable
     of working at temperatures down to - 40°C.
•    The pipes must not be heated when being installed.
•    When cutting plastic pipes to length, use plastic pipe cutters; sawing them to length creates ridges on the cut faces and chippings get into the pipe.
•    PA pipes may rest on the edges of the frame or in the frame openings. A minimal amount of flattening at the points of contact is tolerated
     (maximum depth of 0.3 mm). However, notched abrasion is not permitted.
•    PA pipes are allowed to come into contact with each other. There should be minimal flattening at the points where the pipes come into contact with each other.
•    PA pipes can be bundled together with a cable tie but must be positioned parallel to each other (they should not cross over each other). PA pipes and
     corrugated pipes should only be bundled together with pipes of the same type.
     The restriction in movement caused by the pipes becoming stiffer when bundled together should be taken into account.
•    Covering the edges of the frame with a cut corrugated pipe will cause damage; the PA pipe will be worn at the point where it comes into contact with the
     corrugated pipe.
•    Points of contact with the edges of the frame can be protected with a protective spiral (see Fig. 78).
     The protective spiral must tightly and completely grip the pipe it is protecting. Exception: PA pipes ≤ 6 mm).

Fig. 78:    Protective spiral on a PA pipe ESC-151




•    PA pipes/PA corrugated pipes must not come into contact with aluminium alloys, e.g. aluminium tank, fuel filter housing; aluminium alloys are subject
      to mechanical wear (fire risk).
•    Pipes that cross over and pulsate (e.g. fuel pipes) must not be joined together with a cable tie at the cross-over point (risk of chafing).
•    No cables/pipes should be fixed rigidly to injection pipes and steel fuel feed pipes for the flame starting system (fire risk, risk of chafing).
•    Accompanying central lubricating cables and ABS sensor cables may be attached to air hoses only if a rubber spacer is fitted.
•    Nothing may be attached to coolant hoses and hydraulic hoses (e.g. steering hoses) by means of cable ties (risk of chafing).
•    Under no circumstances should starter cables be bundled together with fuel or oil pipes; this is because it is essential that the cable from the positive terminal
     does not chafe.
•    Effects of heat: watch out for a build-up of heat in encapsulated areas. Resting the pipes/cables on heat shields is not permitted (minimum distance from
     heat shields ≥ 100 mm, from the exhaust ≥ 200 mm)
•    Metal pipes are pre-strengthened and must not be bent or installed in such a way that they bend during operation.

If assemblies/components are mounted in such a way that they can move with respect to each other, then the following basic rules must be followed when routing cables/pipes:

•    The cable/pipe must be able to follow the movement of the assembly without any problem; ensure that there is sufficient distance between the moving parts for
     this (rebound/compression, steering angle, tilting of cab). The cables must not be stretched.
•    The respective starting and end point of the movement is to be defined exactly and used as the fixed clamping point.
     The PA or corrugated pipe is gripped tightly at the clamping point using the widest cable tie possible or a clip suitable for the diameter of the pipe.
•    If PA and corrugated pipes are laid at the same junction, the stiffer PA pipe is laid first. The softer corrugated pipe is then attached to the PA pipe.
•    If a pipe is to tolerate movements at right angles to the direction in which it is laid, then sufficient distance between the clamping points must be guaranteed
     (rule of thumb: distance between clamping points ≥ 5 x the amplitude of movement to be withstood).
•    Large amplitudes of movement are best withstood by laying the pipe in a U-shape and by permitting movement along the arms of the „U“.

Rule of thumb for the minimum length of the slack loop:
Minimum length of the slack loop = 1/2 · amplitude of movement · minimum radius · π

•    The following minimum radii are to be observed for PA pipes (the respective start and end point of the movement is to be defined precisely as the fixed
     clamping point):

Table 35:    Minimum bending radii for PA pipes

Nominal pipe diameter Ø [ mm ]	4	6	9	12	14	16
Bending radius r [ mm ]	20	30	40	60	80	95

•    Use plastic clips to secure the lines and comply with the maximum clip spacing stated in Table 36.

Table 36:    Maximum space between clips used to secure pipes in relation to pipe size

Pipe size	4x1	6x1	8x1	9x1,5	11x1,5	12x1,5	14x2	14x2,5	16x2
Clip spacing [mm]	500	500	600	600	700	700	800	800	800

8.2.4    Compressed air loss

Compressed air systems cannot achieve 100% efficiency and slight leakage is often unavoidable despite the most careful installation work. The question is therefore what degree of air pressure loss is unavoidable and when does the loss become too high?
Simply put, any loss of air pressure that would render a vehicle undriveable once the engine is started after a period of 12 hours parked must be regarded as unacceptable. Based on this requirement there are two different methods of determining whether air loss is unavoidable or not:

•   Within 12 hours of the system having been charged to its cut-off pressure, the pressure must not be below < 6 bar in any circuit. The check must be made
     with depressurised spring-loaded brake release units, in other words with the parking brake applied.
•   The pressure in the tested circuit must not have fallen by more than 2% within ten minutes of charging the system to its cut-off pressure.

If air loss is greater than described above, an unacceptable leak is present and must be eliminated.





8.3    Connecting additional air consumers

All of the compressed air system pipework on the TGL/TGM uses the Voss systems 232 and 230 (for small pipes NG6 and special connectors e.g. double mandrel). Only use of the original system components is permitted when working on the chassis.
Additional air consumers on the superstructure may only be connected to the compressed-air system via the additional consumers circuit. A dedicated pressure relief valve must be fitted for each additional consumer with a pneumatic connection > NG6 (6x1 mm).

The connection of additional air consumers to the following is not permitted:

•    To the service and parking brake circuits
•    To the test connections (mounted on a distribution panel in an easily accessible location on the driver’s side)
•    Directly to the ECAM (electronic controlled air manufacturing) or four circuit protection valve

MAN uses a distribution rail on the solenoid-valve block to connect its own air-consumers. This is installed on the longitudinal frame member on the right (for vehicles with wheel formulae 4x2 and 6x4) and on the left (for wheel formula 4x4).

Body manufacturers have the following connection option:

In the centre of the distribution block there is a distributor for additional consumers (see Fig. 79). Its connection 52 (blind closed) is reserved for superstructure-mounted additional air-consumers. The consumer can then be connected up using the Voss 232 NG8 system via a pressure relief valve that is to be installed separately by the body manufacturer.

Fig. 79:    Connection for additional air-consumers on the distribution block ESC-180




8.4    Retrofitting continuous brakes not manufactured by MAN

Fitting continuous braking systems (retarders, eddy current brakes) that have not been documented by MAN is fundamentally not possible. Retrofitting of continuous brakes not manufactured by MAN is not permitted because the intervention in the electronically controlled braking system (EBS) and the vehicle’s on-board braking and drivetrain management system would be required.


9.    Calculations


9.1    Speed

The following generally applies for the calculation of the driving speed on the basis of engine speed, tyre size and overall ratio:

Formula 12:    Speed

                                      0,06   •   n_Mot   •   U
                     v    =       ---------------------------
                                         i_G   •   i_v   •   i_A

Where:

                    v         =    Driving speed, in [km/h]
                    n_Mot    =    Engine speed, in [1/min]
                    U        =    Tyre rolling circumference, in [m]
                    I_G       =     Transmission ratio
                    i_V        =    Transfer case ratio
                    i_A        =    Final drive ratio of the driven axle(s)

To calculate the theoretical maximum speed (or the design top speed), the engine speed is increased by 4%.

The formula therefore is as follows:

Formula 13:    Theoretische Höchstgeschwindigkeit

                                      0,0624   •   n_Mot   •   U
                     v    =      -----------------------------
                                           i_G   •   i_v   •   i_A

Caution: This calculation is used exclusively to calculate the theoretical final speed on the basis of engine speed and transmission ratios. The formula does not take into consideration the fact that the actual maximum speed will be below this speed when driving resistances offset the driving forces. An estimate of the actual achievable speeds using a driving performance calculation in which air, rolling and climbing resistance on the one side and tractive force on the other offset each other, can be found in Section 9.8, „Driving resistances“. On vehicles with a speed limiter in accordance with 92/24/EEC, the design top speed is generally 85 km/h.

Example of a calculation:

                   Vehicle:                                                                                             Model H56 TGA 33.430 6x6 BB
                   Tyre size:                                                                                          315/80 R 22,5
                   Rolling circumference:                                                                      3,280 m
                   Transmission:                                                                                   ZF 16S 2522 TO
                   Transmission ratio in lowest gear:                                                   13,80
                   Transmission ratio in highest gear:                                                   0,84
                   Minimum engine speed at maximum engine torque:                          1.000/min
                   Maximum engine speed:                                                                   1.900/min
                   Ratio for transfer case G 172 in on-road applications:                   1,007
                   Ratio for transfer case G 172 in off-road applications:                   1,652
                   Final drive ratio:                                                                                4,00

The solution to following is required:

1.    Minimum speed in off-road applications at maximum torque
2.    Theoretical maximum speed without speed limiter

Solution 1:

                                  0,06 • 1000 • 3,280
                       v    =   -------------------------
                                   13,8 • 1,652 • 4,00

                       v    =    2,16 km/h

Solution 2:

                                 0,0624 • 1900 • 3,280
                     v    =    ----------------------------
                                  0,84 • 1,007 • 4,00

                    v    =    115 km/h

A speed of 115 km/h is theoretically possible, however the speed limiter limits this to 90 km/h.
(The speed is actually set to 89 km/h as a result of the tolerances that must be taken into account).


9.2    Efficiency

The efficiency is the ratio of the power output to the power input. Since the power output is always smaller than the power input, efficiency η is always < 1 or < 100%.

Formula 14:    Efficiency

                                  P_ab
                      η    =   --------
                                  P_zu

Bei mehreren Aggregaten, die hintereinander geschaltet sind, multiplizieren sich die Einzelwirkungsgrade.

Beispielrechnung Einzelwirkungsgrad: Wirkungsgrad einer Hydraulikpumpe η = 0,7. Benötigte, also abgeführte Leistung P_ab = 20 kW.
Wie groß ist die zugeführte Leistung P_zu?

Solution:

                                  P_ab
                    P_zu    =   -------
                                    η

                                   20
                    P_zu    =   -------
                                   0,7

                    P_zu    =    28,6 kW

When several units are connected in series, the individual efficiencies are multiplied.

Example of a calculation for individual efficiency:
Efficiency of a hydraulic pump η = 0,7. If the required power output P_ab is 20 kW, what should the power input P_zu be?

Solution:

                                  P_ab
                    P_zu    =   -------
                                    η

                                   20
                    P_zu    =   -------
                                   0,7

                    P_zu    =    28,6 kW

Example of calculation for several efficiencies:

Efficiency of a hydraulic pump η₁ = 0,7. This pump drives a hydraulic motor via a jointed shaft system with two joints.

Individual efficiencies:

                      Hydraulic pump:                      η₁    =    0,7
                     Jointed shaft joint a:                η₂    =    0,95
                     Jointed shaft joint b:                η₃    =    0,95
                      Hydraulic motor:                     η₄    =    0,8

Power required, i.e., power output P_ab    =    20 kW

What is the power input P_zu?

Solution:

Overall efficiency:

                    η_ges    =    η₁ • η₂ • η₃ • η₄
                    η_ges    =    0,7 • 0,95 • 0,95 • 0,8
                    η_ges    =    0,51

Power input:

                                     20
                    P_zu    =      ---------
                                    0,51

                    P_zu    =    39,2 kW


9.3    Tractive force

The tractive force is dependent on:

•    Engine torque
•    Overall ratio (including that of the wheels)
•    Efficiency of power transmission

Formula 15:    Tractive force

                                      2 • π • M_Mot • η • i_G • i_V • i_A
                       F_z    =     -------------------------------
                                                       U

                     F_Z         =    Tractive force, in [N]
                     M_Mot      =    Engine torque, in [Nm]
                     η          =    Overall efficiency in the drive train – see guideline values in Table 37
                    i_G          =    Transmission ratio
                    i_V           =    Transfer case ratio
                     i_A          =    Final drive ratio of the driven axle(s)
                    U           =    Tyre rolling circumference, in [m]

For an example of tractive force, see 9.4.3 Calculating gradeability.





9.4    Gradeability


9.4.1    Distance travelled on uphill or downhill gradients

The gradeability of a vehicle is expressed as a percentage (%). For example, the figure 25% means that for a horizontal length of I = 100 m, a height of h = 25 m can be overcome. The same applies correspondingly to downhill gradients.
The actual distance travelled c is calculated as follows:

Formula 16:    Distance travelled on uphill or downhill gradients
 
                     

                     c    =    Distance travelled, in [m]
                     l    =    Horizontal length of an uphill or downhill gradient, in [m]
                    h    =    Vertical height of an uphill/downhill gradient, in [m]
                    p    =    Uphill/downhill gradient, in [%]

Example of a calculation:

Gradient p = 25%. What is the distance travelled for a length of 200 m?

                       


9.4.2    Angle of uphill or downhill gradient

The angle of the uphill or downhill gradient a is calculated using the following formula:

Formula 17:    Angle of uphill or downhill gradient

                                       p                                     p                             h                                     h
                    tan α    = ------,    α    =    arctan   ------- ,    sin α    =  ------ ,    α    =    arcsin   ------
                                    100                                 100                            c                                     c

                    a    =    Angle of gradient, in [°]
                    p    =    Uphill/downhill gradient, in [%]
                    h    =    Vertical height of an uphill/downhill gradient, in [m]
                    c    =    Distance travelled, in [m]

Example of a calculation:

If the gradient is 25%, what is the angle of the gradient?

                                       p              25
                    tan α    = -----     =   ------
                                    100           100

                      α    =    arctan 0,25
                      α    =    14°

Fig. 80:     Gradient ratios, gradient, angle of gradient ESC-171




9.4.3    Calculating the gradeability

Gradeability is dependent on:

•    Tractive force (see Formula 15)
•    Overall combined mass, including overall mass of the trailer or semi-trailer
•    Rolling resistance
•    Adhesion (friction)

The following applies for gradeability:

Formula 18:    Gradeability

                                                   F_z
                    p    =    100 •  [ ---------------     - f_R ]
                                              9,81 • G_z

Where:

                     p    =    Gradeability, [%]
                    M_Mot =    Engine torque,t [Nm]
                    F_z    =    Tractive force in [N] (calculated in accordance with Formula 15)
                    G_z    =    Overall combined mass, in [kg]
                    f_R    =    Coefficient of rolling resistance, see Table 37
                    i_G    =    Transmission ratio
                    i_A     =    Driven axle ratio
                    i_V    =    Transfer case ratio
                    U    =    Tyre rolling circumference, [m]
                     η    =    Overall efficiency in the drive train, see Table 38

Formula 18 calculates the vehicle’s gradeability based on its characteristics of

•    Engine torque
•    Transmission, transfer case, final drive and tyre ratio and
•    Overall combined mass

Here, only the vehicle’s ability to tackle a specific gradient based on its characteristics is considered. Not taken into consideration is the actual adhesion between wheels and road which, in poor conditions (e.g. wet roads) can reduce traction so that hill-climbing performance is far below the value calculated here. Calculation of the actual conditions based on adhesion is addressed in Formula 19.


Tabelle37:    Coefficients of rolling resistance

Road surface	Coefficient fR
Good asphalt road	0,007
Wet asphalt road	0,015
Good concrete road	0,008
Rough concrete road	0,011
Block paving	0,017
Poor road	0,032
Dirt track	0,15...0,94
Loose sand	0,15...0,30

Table 38:    Overall efficiency in the drive train

Number of driven axles	η
One driven axle	0,95
Two driven axles	0,9
Three driven axles	0,85
Four driven axles	0,8

Example of calculation:

                      Vehicle:                                                                                                Model H56 TGA 33.430 6x6 BB
                       Max. engine torque:                                                                             M_Mot              =         2.100 Nm
                       Efficiency with three driven axles:                                                     η_ges               =         0,85
                      Transmission ratio in lowest gear:                                                       i_G                   =         13,80
                      Transfer case ratio - in on-road gear:                                                 i_V                   =         1,007
                                                                - in off-road gear:                                       i_V                   =         1,652
                       Final drive ratio:                                                                                   i_A                   =          4,00
                       Tyre 315/80 R 22.5 with rolling circumference:                                  U                   =          3,280 m
                       Overall combined mass:                                                                      G_Z                 =          100.000 kg
                       Coefficient of rolling resistancet:
                                                           -    smooth asphalt                                           f_R                           =           0,007
                                                           -    poor, rutted road                                        f_R                   =          0,032

Required is:

Maximum gradeability pf in on-road and off-road conditions.

Solution:

1.  Maximum tractive force (for definition, see Formula 15) in on-road gear:

                                   2π • M_Mot • η • i_G • i_V • i_A
                    F_z    =   -----------------------------------
                                                   U

                                 2π • 2100 • 0,85 • 13,8 • 1,007 • 4,00
                    F_z    =   ------------------------------------------------
                                                       3,280

                    F_z    =           190070 N = 190,07 kN

2. Maximum tractive force (for definition, see Formula 15) in off-road gear:

                                    2π • M_Mot • η • i_G • i_V • i_A
                    Fz    =   ----------------------------------
                                                  U

                                     2π • 2100 • 0,85 • 13,8 • 1,007 • 4,00
                    F_z    =   --------------------------------------------------
                                                       3,280

                    F_z    =    311812 N = 311,8 kN

3. Maximum gradeability in on-road gear on good asphalt road:

                                                        F_z
                       p    =    100 •  [ ---------------    - f_R     ]
                                                 9,81 • G_z

                                                      190070
                       p    =    100 •  [  ---------------------   - 0,007  ]
                                                  9,81 • 100000

                       p    =    18,68%

4. Maximum gradeability in on-road gear on poor, rutted road:

                                                        190070
                     p    =    100 •   [ ----------------------      - 0,032  ]
                                                9,81 • 100000

                    p    =    16,18%

5. Maximum gradeability in off-road gear on good asphalt road:

                                                         311812
                     p    =    100 •  [   ------------------------     - 0,007 ]
                                                    9,81 • 100000

                     p    =    31,09%

6. Maximum gradeability in off-road gear on poor, rutted road:

                                                         311812
                      p    =    100 •  [   ---------------------       - 0,032  ] 
                                                    9,81 • 100000

                     p     =     28,58%

Note:

The examples shown do not take into consideration whether adhesion between road and driven wheels (friction) will allow the tractive force required for tackling the gradient to be transmitted. The following formula is applied for this:

Formula 19:    Gradeability taking into account road/tyre adhesion

                                                   µ • G_an
                     p_R    =    100 •  [  ------------      - f_R   ]
                                                     G_z

Where:

                     p_R    =    Gradeability taking friction into account, in [%]
                     µ      =    Tyre/road surface coefficient of friction, on wet asphalt surface ~ 0,5
                    f_R     =    Coefficient of rolling resistance, on wet asphalt road surface ~ 0,015
                    G_an   =    Sum of the axle loads of the driven axles as mass, in [kg]
                    G_Z   =    Overall combined mass, in [kg]

Example of calculation:

                    Above vehicle:                                                                     Model H56 TGA 33.430 6x6 BB
                     Coefficient, wet asphalt road:                                             µ    =    0,5
                     Coefficient of rolling resistance, wet asphalt:                     f_R   =    0,015
                     Overall combined mass:                                                      G_Z   =    100.000 kg
                     Sum of the axle loads of all driven axles:                           G_an  =    26.000 kg

                                                 0,5 • 26000
                     p_R    =    100 •  [ ------------------   - 0,015 ] 
                                                     100000

                    p_R    =    11,5%


9.5    Torque

If force and effective separation are known:

Formula 20:    Torque with force and effective separation

                     M    =    F • I

If power output and rotational speed are known:

Formula 21:    Torque with power output and rotational speed

                                   9550 • P
                    M    =   ---------------
                                      n • η

In hydraulic systems, if delivery rate (volume flow rate), pressure and rotational speed are known:

Formula 22:    Torque with delivery rate, pressure and rotational speed

                                   15,9 • Q • p
                     M    =   ---------------
                                       n • η

Where:

                    M    =    Torque, in [Nm]
                     F    =    Force, in [N]
                     l    =     Distance from the line of action of the force to the centre of rotation, in [m]
                    P    =    Power output, in [kW]
                    n    =    Rotational speed, in [1/min]
                    η    =    Efficiency
                    Q    =    Volume flow rate, in [l/min]
                    p    =    Pressure, in [bar]

Example of calculation when force and effective separation are known:

A cable winch with a pulling force F of 50,000 N has a drum diameter d = 0.3 m.
Without taking efficiency into account, what is the torque?

Solution:

                     M    =    F • l = F • 0,5 d (the drum radius is the leverage)
                     M    =    50000 N • 0,5 • 0,3 m
                     M    =    7500 Nm

Example when power output and rotational speed are known:

A power take-off is to transmit a power P of 100 kW at n = 1500/min.
Without taking efficiency into account, what torque must the power take-off be able to transmit?

Solution:

                                    9550 • 100
                      M    =    ----------------
                                         1500
                      M     =     637 Nm

Example if delivery rate (volume flow rate), pressure and rotational speed are known for a hydraulic pump:

A hydraulic pump delivers a volume flow rate Q of 80 l/min at a pressure p of 170 bar and a pump rotational speed n of 1000/min.
Without taking efficiency into account, what torque is required?

Solution:

                                    15,9 • 80 • 170
                     M    =      -------------------
                                            1000
                     M     =     216 Nm

If efficiency is to be taken into account, the torques calculated in each case must be divided by the overall efficiency (see also Section 9.2, Efficiency).





9.6    Power output

For lifting motion:

Formula 23:    Power output for lifting motion

                                     9,81 • m • v
                       M    =     ---------------
                                         1000 • η

For plane motion:

Formula 24:    Power output for plane motion

                                        F • v
                      P    =     -------------
                                     1000 • η

For rotational motion:

Formula 25:    Power output for rotational motion

                                       M • n
                     P    =      ------------
                                     9550 • η

In hydraulic systems:

Formula 26:    Power output in hydraulic systems

                                     Q • p
                      P    =     ------------
                                   600 • η

9.7    Rotational speeds for power take-offs at the transfer case

If the power take-off is operating on the transfer case and its operation is distance-dependent, its rotational speed n_N is given in
revolutions per metre of distance covered. It is calculated from the following:

Formula 27:    Revolutions per meter, power take-off at the transfer box

                                       i_A • i_V
                      n_N    =      ---------
                                          U

The distance s in metres covered per revolution of the power take-off (reciprocal value of n_N) is calculated with:

Formula 28:    Distance per revolution, power take-off on the transfer case

                                      U
                      s    =   ---------
                                   i_A • i_V

Where:

                    n_N    =    Power take-off rotational speed, in [1/m]
                    i_A     =    Final drive ratio
                    i_V     =    Transfer case ratio
                    U     =    Tyre circumference, in [m]
                    s     =     Distance travelled, in [m]

Example:

                Vehicle:                                                                                   Model H80 TGA 18.480 4x4 BL
                Tyres 315/80 R22.5 with rolling circumference:                     U    =    3,280 m
                Final drive ratio:                                                                        i_A     =     5,33
                Transfer case G172, ratio in on-road gear:                              i_v    =    1,007
                Ratio in off-road applications:                                                   i_v    =    1,652

Power take-off rotational speed in on-road gear:

                                     5,33 • 1,007
                      n_N    =     -----------------
                                        3,280

                      n_N    =    1,636/m

This corresponds to a distance of:

                                      3,280
                      s    =   ---------------
                                 5,33 • 1,007

                      s    =     0,611 m

Power take-off rotational speed in off-road gear:

                                       5,33 • 1,652
                       n_N    =    -----------------
                                           3,280

                      n_N    =    2,684/m

This corresponds to a distance of:

                                        3,280
                      s    =    ---------------
                                  5,33 • 1,652

                     s    =    0,372 m





9.8    Driving resistances

The main driving resistances are:

•    Rolling resistance
•    Climbing resistance
•    Air resistance (drag).

A vehicle can move along only if the sum of all resistances is overcome. Resistances are forces that either balance out the driving force (uniform movement) or are smaller than the driving force (accelerated movement).

Formula 29:    Rolling resistance force

                     F_R    =    9,81 • f_R • G_z • cosα

Formula 30:    Climbing resistance force

                    F_S    =    9,81 • G_z • sinα

Angle of gradient (= formula 17, see Section 9.4.2, Angle of uphill and downhill gradients)

                                         p                                        p
                       tan α    = -----      ,    α    =    arctan  ------
                                      100                                     100

Formula 31:    Air resistance force

                      F_L    =    0,6 • c_W • A • v²

9.9    Turning circle

When a vehicle is cornering, each wheel describes a turning circle. The outer turning circle, or its radius, is the main subject of interest. The calculation is not precise because when a vehicle is cornering the perpendiculars through the centres of all wheels do not intersect at the curve centre point (Ackermann condition). In addition, while the vehicle is moving dynamic forces will arise that will affect the cornering manoeuvre.

However, the following formulae can be used for estimation purposes:


Formula 32:    Distance between steering axes

                    j    =    s - 2r_o

Formula 33:   Theoretical value of the outer steer angle

                                                             j
                      cotß_ao    =    cotß_i   +  ------
                                                            l_kt

Formula 34:    Steer angle deviation

                     ß_F    =    ß_a - ß_ao

Formula 35:    Turning circle radius

                                    l_kt
                    rs    =  ----------  +  r_o - 50 • ß_F
                               sinß_ao

Fig. 81:    Kinematic interrelationships when calculating the turning circle ESC-172



Example:

                    Vehicle:                                               Model H06 18.350 4x2 BL
                    Wheelbase:                                         l_kt    =    3.900 mm
                    Front axle:                                           Model VOK-09
                    Tyres:                                                 315/80 R 22.5
                    Rims:                                                   22.5 x 9.00
                    Track width:                                       s      =    2.048 mm
                    Scrub radiusr:                                    r₀    =    49 mm
                    Inner steer angle:                               ßi     =    49,0°
                    Outer steer angle:                              ß_a    =    32°45‘    =    32,75°

. Distance between steering axes

                    j    =    s - 2 • r_o    =    2048 - 2 • 49
                    j    =    1950

2. Theoretical value for outer steer angle

                                                           j                                   1950
                    cotß_ao    =    cotß_i   +   ------     =    0,8693 +   ----------
                                                         l_kt                                   3900

                    cotß_ao    =    1,369
                    ß_ao         =    36,14°

3. Steering deviation

                    ß_F    =    ß_a - ß_ao    =    32,75° - 36,14°    =    -3,39°

4. Turning circle radius

                                    3900
                    r_s    =  -------------   + 49 - 50 • (-3,39°)
                               sin 36,14°

                    r_s    =   6831 mm


9.10    Axle load calculation


9.10.1    Performing an axle load calculation

To optimise the vehicle and achieve the correct superstructure ratings, an axle load calculation is essential. The body can be matched properly to the truck only if the vehicle is weighed before any body building work is carried out. The weights obtained in the weighing process are to be included in the axle load calculation.

The following section will explain an axle load calculation. The moment theorem is used to distribute the weight of the equipment to the front and rear axles. All distances are with respect to the theoretical front axle centreline. For ease of understanding, weight is not used in the sense of weight force (in N) in the following formulae but in the sense of mass (in kg).


Example:

A 400 litre tank is to be installed instead of a 140 litre tank.
A calculation of the weight distribution between the front and rear axles is required.

Difference in weight:                                                  ∆G    =    400 - 140    =    260 kg
Distance from theoretical front axle centreline                    =    1.600 mm
Theoretical wheelbase                                                l_t       =    4.500 mm

Fig. 82:    Axle load calculation: Tank layout ESC-550



Solution:

Formula 36:    Rear axle weight difference:

                                         ∆G • a
                      ∆G_H    =  ------------
                                           l_t

                                           260 • 1600
                                =    ------------------
                                               4500

                     ∆G_H    =     92 kg


Formula 37:    Front axle weight difference:

                    ∆G_V    =    ∆G • ∆G_H

                             =    260 - 92

                   ∆G_V    =    168 kg

The following table shows an example of a full axle load calculation. In this example, two variants are compared
(for variants see Table 39).

Table 39:     Example of an axle load calculation

Name	Dist. from techn.	Gewichtsverteilung auf			Dist. from techn.	Weight distribution to
	FA-centre	FA	RA	Total	FA-centre	FA	RA	Total
Chassis with driver, tools and spare wheel		2.610	875	3.485		2.610	875	3.485
Trailer coupling	4.875	-12	47	35	4.875	-12	47	35
High-mounted exhaust pipe, left	480	30	5	35	480	30	5	35
Seat for driver, comfort	-300	16	-1	15	-300	16	-1	15
Fuel tank steel, 150 ltr. (Serie 100 ltr.)	2.200	27	43	70	2.200	27	43	70
Fender plastic RA	4.925	-4	14	10	4.925	-4	14	10
Kunststoffkotflügel HA	3.600	0	25	26	3.600	0	25	25
	2.905	4	16	20	2.905	4	16	20
Power take-off and pump	1.500	11	4	15	1.500	11	4	15
Tyres RA 225/75 R 17,5	3.600	0	10	10	3.600	0	10	10
Tyres FA 225/75 R 17,5	0	5	0	5	0	5	0	5
	4.875	-11	41	30	4.875	-11	41	30
Seat bench	-300	22	-2	20	-300	22	-2	20
Stabilisator RA	3.900	-3	33	30	3.900	-3	33	30
Other	1.280	29	16	45	1.280	29	16	45
Oil tank	1.559	60	45	105	1.559	60	45	105
Rear crane, arm folded down **	1.020	631	249	880	0	0	0	0
Reinforcement in the crane area	1.100	31	14	45	1.100	31	14	45
Subframe u. Kippbrücke	3.250	90	840	930	3.250	90	840	930
Rear crane, arm craned ***					0	0	0	0
					1.770	447	433	880
					0	0	0	0
					0	0	0	0
Chassis - unladen weight		3.540	2.275	5.815		3.357	2.458	5.815
Permissible loads		3.700	5.600	7.490		3.700	5.600	7.490
Difference between unladen weight & perm. loads		160	3.325	1.675		343	3.142	1.675
Centre of gravity for payload and FA fully laden X1 =	344	160	1.515	1.675	738	343	1.332	1.675
body with respect to RA fully laden X2 =	-3.547	-1.650	3.325	1.675	-3153	-1467	3.142	1.675
techn. RA centreline actual X3 =	250	116	1.559	1.675	250	116	1.559	1.675
Axel overload		-44	-1766			-227	-1.583
Loss of payload through axle overload				0				0
With even loading there remains		116	1.559	1.675		116	1.559	1.675
Payload	0	0	0	0	0	0	0	0
Vehicle laden		3.656	3834	7490		3473	4.017	7.490
Axle or vehicle loading		98,8%	68,5%	100,0%		93,9%	71,7%	100,0%
Axle load distribution		48,8%	51,2%	100,0%		46,4%	53,6%	100,0%
Vehicle unladen		3540	2275	5815		3357	2458	5815
Axle or vehicle loading		95,7%	40,6%	77,6%		90,7%	43,9%	77,6%
Axle load distribution		60,9%	39,1%	100,0%		57,7%	42,3%	100,0%
Vehicle overhang 47,2 %
*** Kranarmablage erfolgt nach hinten (VA-Entlastung !!)
Observe the weight tolerances acc. to DIN 70020 Information supplied withour liability

9.10.2    Calculation of weight with trailing axle lifted

The weights given for trailing axle vehicles in the MANTED^® system (  www.manted.de) and other technical documents have been
calculated with the trailing axle lowered. Distribution of the axle loads to the front and driven axle after the trailing axle has been lifted is easy to determine by calculation.

Weight on the 2^nd axle (driven axle) with the 3^rd axle (trailing axle) lifted

Formula 38:    Gewicht auf 2. Achse, 3. Achse angehoben

                                        G₂₃ • l_t
                    G_2an    =   ------------
                                          l₁₂

Where:

                     G_2an    =    Unladen weight on the 2^nd axle with the 3^rd axle lifted, in [kg]
                     G₂₃     =    Unladen weight on the 2^nd and 3^rd axles, in [kg]
                     l₁₂      =    Wheelbase between 1^st and 2^nd axles, in [mm]
                     l_t        =     Theoretical wheelbase, in [mm]

Weight on the front axle with the 3^rd axle (trailing axle) lifted:

Formula 39:    Gewicht auf 1. Achse, 3. Achse angehoben

                    G_1an    =    G - G_2an

9.11    Support length for bodies without subframes

The calculation of the required support length in the following example does not take all influences into account. However, it does show one option and provides some good reference values for practical applications. The support length is calculated using the following:

Formula 40:    Formula for support length when no subframe is used

                                     0,175 • F • E (r_R + r_A)
                     l    =   ---------------------------------
                                           σ_0,2 • r_R • r_A

If the frame and support are made of different materials, then the following applies:

Formula 41:    Modulus of elasticity in the case of different materials

                                 2E_R • E_A
                     E    =   -------------
                                  E_R + E_A

                                 0,175 • 27.933 • 210.000 • (18+16)
                    l    =   ---------------------------------------------
                                             430² • 18 • 16
                     l    =     655 mm


9.12    Coupling devices


9.12.1    Trailer coupling

The required trailer coupling size is determined by the D value.

The formula for the D value is as follows:

Formula 42:    D value

                                 9,81 • T • R
                    D    =   ---------------
                                     T + R

                                       T • D
                    R    =   ----------------
                                   (9,81 • T) - D


9.12.2    Rigid drawbar trailers / central axle trailers

Other conditions apply for the rigid drawbar and central axle trailers in addition to the D value. Trailer couplings and end cross members have lower trailer loads because in this case the nose weight acting on the trailer coupling and the end cross member has to be taken into account.

In order to harmonise the regulations within the European Union, the terms D_c value and V value were introduced with Directive 94/20/EC.

The following formulae apply:

Formula 43:    D_C value formula for rigid drawbar and central axle trailers

                                    9,81 • T • C
                    D_C    =   -----------------
                                       T + C

Formula 44:    V value formula for central axle and rigid drawbar trailers with a permissible nose weight of < 10% of the trailer mass and not more than 1.000 kg

                                          X²
                     V    =    a •   -------  • C
                                           l₂

Fig. 83:    Length of the trailer body and theoretical drawbar length (see also Chapter 4.8 „Coupling devices“) ESC-510

9.12.3    Fifth-wheel coupling

The required fifth-wheel coupling size is determined by the D value. The D value formula for fifth-wheel couplings is as follows: